Foreword. Mayor Stuart Crosby

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2 Foreword Transport continues to be an area that impacts on everyone who lives in, works in or visits Tauranga. This updated Tauranga Transport Strategy continues the work we started in 2006 with the Integrated Transport Strategy for Tauranga. It is a long term statement on our approach that is fully aligned with national documents and the new Regional Land Transport Strategy City residential and commercial growth places increasing pressure on our transport network. Even with the recent completion of large infrastructure projects by the City Council and New Zealand Transport Agency, there is some congestion at peak hours. This will inevitably increase over the next 30 years. Our vision that Tauranga is a place that is easy and safe to move around means that we need to work hard to deliver an Optimised Transport System fully integrated with future land use. This will support our significant role in the national economy while providing more choice for safer local journeys. We will not be able to achieve this vision on our own and the continued support of organisations such as the New Zealand Transport Agency, the Port of Tauranga, Kiwirail and the Bay of Plenty Regional Council is essential to our joint success over the next 30 years. Mayor Stuart Crosby

3 Executive Summary The Tauranga Transport Strategy identifies, describes and prioritises the actions required to deliver the city vision of a place that is easy and safe to move around, and a place that is built to fit our hills, harbour and coast over the next 30 years. This is aligned with the sub-regional, regional and national strategic direction contained in documents such as Smartgrowth, the Regional Land Transport Strategy and the Government Policy Statement on Land Transport. The strategy is formed into three portions as shown. The first focuses on development of a local strategic direction based on the main issues and problems facing city transportation networks. An assessment of the transport-related issues has been undertaken which shows that the issue of continuing residential and commercial growth undermining efficient access to the port and commercial centres is of the highest priority. Other issues identified are a lack of clear progress in improving road safety, accessibility/ reliance on non-car travel modes, and issues of network resilience. Section one also confirms the strategic approach as the Optimised Transport System/Hierarchy of Interventions defined within the Regional Land Transport Strategy. This establishes an intervention process starting with ensuring integration between transport and land use planning, travel demand management, optimisation, then investment in new infrastructure. The second portion of the strategy is a more detailed consideration of key outcomes and the potential options and responses for each of nine key implementation areas e.g. public transport and the Tauranga Urban Road network. This ensures that the approach taken for each of these is aligned to the identified issues. Following this, part three of the strategy pulls together these threads into indicative strategic responses for the identified corridors. This establishes an integrated delivery process based on the best outcomes for all modes and an efficient and effective prioritisation process.

4 Part One Strategic Analysis and Direction Introduction Background This update to the 2006 Integrated Transport Strategy for Tauranga ensures that the city continues to contribute to an effective, efficient, safe, secure, accessible and resilient transport system that supports the growth of our economy, in order to deliver greater prosperity, security and opportunities for all New Zealanders. The updated strategy demonstrates a best practise approach, in light of updates to regional and national strategic direction in the last six years. A list of guiding documents and their interaction with the new Tauranga Transport Strategy 2012 is contained in Appendix One. Vision The portion of the overall city vision 1, as included within the 2006 Integrated Transport Strategy for Tauranga, remains: Tauranga is a place that is easy and safe to move around In addition, to illustrate the connection between built form and network use, another element of Council s overall vision is relevant for transport: Tauranga is built to fit our hills, harbour and coast Council Outcomes This updated strategy aligns with and delivers Council s outcomes defined in the Tauranga City Council Ten Year Plan These align with the 2012 Local Government Act requirements. Plan for and provide affordable fit for purpose services Planning of the transport system needs to recognise and integrate with land use planning, open space planning and urban design. It also needs to reflect the geography and location of the city in the sub-regional, regional and national context. These ensure that appropriate and lowest cost transport network investments are made at the correct times based on demand, and equally that land use development will not unduly impact on transport network by creating demand beyond available capacity. Enhance the quality of life for current and future residents The transport network provides access to education, employment, health services and retail activity. Ensuring that the network does not inhibit movement or sever communities from key destinations particularly as traffic volumes increase is part of maintaining and enhancing overall quality of life in Tauranga. 1 Tauranga City Council Ten Year Plan

5 Work in partnership with the community and engage in meaningful consultation This strategy seeks to determine the points at which congestion starts to be seen as unacceptable in a local and a national context and sets out a series of actions related to reducing this demand and then managing and optimising the network ahead of the need for investment. In doing so, it represents partnership and consultation with the Tauranga s community about acceptance of congestion and willingness to fund or contribute to future projects. Provide leadership to the community we represent Linked to the above, the strategy in addition seeks to provide leadership to the community and to regional and national partners about the way our transport network in Tauranga needs to be maintained, operated and improved for the benefit of our community. Manage the balance between the social, environmental, economic, cultural and environmental wellbeing of the community Transport continues to impact on everyone who lives in, works in, plays a role in developing or visits Tauranga. This strategy recognises and supports the wellbeings individually and collectively. Objectives Local objectives for the transport network in Tauranga align with regional and national objectives, contained in the 2013 Land Transport Management Act and 2011 Regional Land Transport Strategy: Efficient: Economic Growth and Productivity Effective: Land use and Transport Integration, Environmental Sustainability, Access and Mobility Safe: Safety and Personal Security, Public Health Strategy format The new Tauranga Transport Strategy comprises three sections, each of which contributes to and cross-references the city s wider strategic direction contained in Council s overall Outcomes. Part One: Part Two: Part Three: Strategic Analysis and Direction Key Implementation Areas Indicative Strategic Responses

6 Figure 1 Strategy format Strategy review cycles The Tauranga Transport Strategy is based on a 30 year planning horizon consistent with the requirements of the Land Transport Management Act for the Bay of Plenty Regional Land Transport Strategy (RLTS). The Strategy links the 30 year planning horizon with a practical 10 year forecast and a 3 year implementation plan consistent with the Government Policy Statement on Transport and the Local Government Act requirements that form the Tauranga Ten Year Plan. Actions set out in Part Two of the document are generally focused on a 3 year funding and implementation cycle. It is proposed that the Tauranga Transport Strategy be reviewed on a 6 year cycle to align with the Regional Land Transport Plan (under the amended Land Transport Management Act), the Ten Year Plan and Council s other strategies. Actions set out in Part Two areas should be updated on a 3 yearly basis to respond to the national Government Policy Statement on Transport and inform the Tauranga City Council Ten Year Plan. Unless there is a significant change it is not anticipated this would prompt a fundamental review of the overall strategic direction.

7 Policy Context Introduction The overall national vision is for an effective, efficient, safe, secure, accessible and resilient transport system that supports the growth of the economy in order to deliver greater prosperity, security and opportunities for all New Zealanders. Part of the role of the Tauranga Transport Strategy is to ensure the Tauranga transport network contributes to the national vision. Government Policy Statement (GPS) on Transport The national strategic context for the Tauranga Transport Strategy is set out in the GPS. The government has defined three focus areas within the GPS that are priorities for the period: economic growth and productivity ensuring value for money improving road safety These priorities need to be reflected in the outcomes sought by the Tauranga Transport strategy. National Road Safety Strategy : Safer Journeys Government s national road safety strategy takes a safe system approach to road safety. The safe system differs from previous approaches to road safety. Rather than always blaming the road user for causing a crash, it acknowledges that even responsible people sometimes make mistakes in their use of the roads. Given that mistakes are inevitable, the system needs to be designed to protect people from death or serious injury. To do this, the safe system approach is based on four principles: 1. People make mistakes 2. People are vulnerable 3. We need to share responsibility 4. We need to strengthen all parts of the system

8 The goal is to ultimately achieve: Safe roads that are predictable and forgiving of mistakes. They are self-explaining in that their design encourages safe travel speeds. Safe speeds travel speeds suit the function and level of safety of the road. People understand and comply with the speed limits and drive to the conditions. Safe vehicles that prevent crashes and protect road users, including pedestrians and cyclists, in the event of a crash. Safe road use road users that are skilled and competent, alert and unimpaired. They comply with road rules, take steps to improve safety, and demand and expect safety improvements. The Tauranga Transport Strategy needs to apply the safe system approach to the Tauranga transport network to ensure it aligns with Safer Journeys. Regional Land Transport Strategy The Regional Land Transport Strategy defines and prioritises the following long term strategic outcomes: Economic Development: The transport system is integrated with well planned development, enabling the efficient and reliable movement of people and goods to, from and throughout the region. Safety and Personal Security: Deaths and serious injuries are reduced. Environmental Sustainability: The transport system is flexible, robust and resilient to external influences. Land Use and Transport Integration: Long term planning ensures that transport corridors are protected, and well designed transport infrastructure supports economic development. Access and Mobility: Communities have access to a reliable transport system that provides them with a range of travel choices. Public Health: The transport system minimises health damaging effects for all members of society. The Tauranga Transport Strategy needs to ensure the Tauranga transport network contributes to the above outcomes. Looking forwards, the statutory requirement for a Regional Land Transport Strategy has been repealed from the recent amendment to the Land Transport Management Act (July 2013). From 2015 onwards, the strategic direction and implementation of land transport activities will be included in a Regional Land Transport Plan, which will have a 10-year planning horizon, and must be reviewed every 3 years.

9 Smartgrowth There has been a history of strong residential and commercial/industrial growth in the Western Bay sub-region over the last 70 years. To respond to this, the SmartGrowth sub-regional growth management strategy was developed in 2004 with the agreement and participation of local territory authorities and NZTA. This has produced future growth expectations and has formed the basis for sub-regional land use and transport planning over the last 8 years. Regular updates have been undertaken to account for the current global recession. The Tauranga Transport Strategy is fully aligned with the SmartGrowth subregional spatial plan. Tauranga Urban Network Study (TUNS) The Tauranga Urban Network Study is a multi-organisation project sponsored by SmartGrowth as part of the current strategy review. Its purpose is to: understand challenges that will be placed on the transport network over the next 30 years. These include the effects of population and economic growth, safety, resilience, the role of non-car modes and accessibility/severance demonstrate the potential effect of these challenges on future network performance TUNS will inform the Tauranga Transport Strategy of the current and future issues and challenges that need to be addressed on the transport network. Interaction with other Council and City strategies Tauranga City Council has a number of strategies in place to guide development in the city, and steer it towards the overall vision of a place that is safe and easy to move around. These strategies overlap with the Tauranga Transport strategy and it is therefore important that their intended outcomes are considered. Strategy Identified Interactions with Transport Strategy How are these covered within the updated Tauranga Transport Strategy? Age-Friendly City Strategy Aquatic Network Strategy Elders Strategy 2008 Transportation identified as a key focus area Limited to health outcomes Accessible transport options for elders Accessibility and Severance identified as a key issue. Access and mobility identified as a key implementation area with associated outcomes and actions Role of active modes (cycling and walking as well as travel to school) supporting the health and well-being outcomes Relevant issues: Safety, Non car modes, Accessibility and Severance Relevant key implementation areas: Public Transport, Safety, Access and Mobility

10 Sport and Active Living Strategy 2012 City Centre Strategy 2012 Disability Strategy (under development) Historic Village Strategy Our Community Places Strategy Partly connected to the Open Space Strategy in terms of the use of outdoor space for sport and active living Access Objectives: * To refocus the City Centre as a place for pedestrians and local traffic. * To maintain the flow of city-wide traffic networks while reducing the amount of through traffic in the City Centre. * To create easy access to the City Centre by a variety of modes including private vehicle, public transport, foot and bicycle. * To manage parking demand and provision to support the economic competitiveness of the City Centre. * To ensure the City Centre is well connected by public transport to provide a viable alternative to the car. * To promote walking to and within the City Centre to ensure a vibrant and active street scene. * To encourage greater bicycle usage as a transport option to the City Centre for commuter and recreational cyclists. Access to transport is likely to be a key focus area Limited to parking for events Limited to the role that transport plays in providing accessibility and reducing severance from community facilities Role of active modes (cycling and walking as well as travel to school) supporting the health and well-being outcomes Relevant issues: The role of residential, commercial and industrial growth, Safety, Non-car modes, Accessibility and Severance Relevant key implementation areas: Travel Demand Management, Safety, Walking and Cycling, Parking Management, Access and Mobility Peninsula Corridor identified. This considers safety and access requirements and the diversion of longer distance trips to alternative corridors Relevant issues: Safety, Non car modes, Accessibility and Severance Relevant key implementation areas: Public Transport, Safety, Access and Mobility Key Implementation Area: Parking Management Peninsula Corridor considers the range of city centre destinations along Cameron Road Relevant issues: Safety, Non car modes, Accessibility and Severance Relevant key implementation areas: Public Transport, Safety, Access and Mobility

11 Open Space Strategy 2006 Urban Design Strategy 2006 Vegetation Management Strategy 2006 The planning of the transport system needs to be recognised and integrated with land use planning, open space planning and urban design. Development of a citywide cycle and walking network offers alignment to the open space network including green corridors and streetscape Connecting people, places and spaces Streets as green corridors. Streets are vibrant, pleasant and comfortable with trees and gardens reflecting Tauranga s character and diverse cultures, while creating ecological linkages throughout the City. Construction of cycle and walking networks with Open Spaces City Centre and Neighbourhood Centres attractive spaces with green places Development and completion of a city cycle network is included within the Walking and Cycling key implementation area. The needs of vulnerable road users are considered within the Safety and Non-car modes issues as well as the Safety key implementation area. There is also a connection to the Access and Mobility key implementation area. Development and completion of a city cycle network is included within the Walking and Cycling key implementation area. The needs of vulnerable road users are considered within the Safety and Non-car modes issues as well as the Safety key implementation area. There is also a connection to the Access and Mobility key implementation area. Development and completion of a city cycle network is included within the Walking and Cycling key implementation area. There is also a connection to the Access and Mobility key implementation area. Table 1: Alignment with City Strategies

12 Key Trends and Issues Introduction This section identifies existing and emerging issues for the Tauranga transport environment. Overall, the issues facing Tauranga over the next 30 years broadly align with national big issues identified in the 2011 Connecting New Zealand document, and the Regional Land Transport Strategy , demonstrating integration with the Policy Context chapter above. Each identified issue includes an assessment of causes and consequences and interactions between the issues and understanding of the benefits of an integrated approach. Issue One: Growth Problem: Forecast housing and commercial growth will result in traffic congestion on key parts of the road network. This will undermine efficient access to the nationally significant Port of Tauranga and other commercial centres. Tauranga has grown significantly in recent decades. The current population of approximately 120,000 is expected to grow to around 175,000 over the next 30 years. This growth has occurred due to Tauranga s position at the centre of the regional economy and within the Upper North Island. The increased population and expansion of commercial and industrial activity including growth of the Port of Tauranga have bought a range of positive benefits to the city and sub-region. These include employment, positive social outcomes and infrastructure improvements. The consequence of this growth has been increased pressure on a range of citywide infrastructure systems, ranging from wastewater treatment to the transport network. The Smartgrowth Strategy was launched in 2004 to provide a framework for growth management in the western Bay of Plenty sub-region. The work resulted in agreed future growth expectations which have formed the basis for sub-regional land use and transport planning since that time. This was set out in a settlement pattern. An update (2004, 2007, 2013) to the Smartgrowth strategy is now taking place. To date this has identified a number of issues with the current settlement pattern that require further consideration to ensure that it represents the most efficient and effective urban/rural footprint for the sub-region that delivers the live, learn, work, play SmartGrowth vision. To better understand the identified issues the SmartGrowth partners have initiated a review of the current settlement pattern. This review is programmed to take approximately months to complete and is likely to alter some of the currently agreed locations, forecast timing and sequencing of growth which will in turn influence when infrastructure including transport network impacts and responses may be required. The findings of the settlement pattern review will need to be monitored as they become available.

13 Cause: Residential development The SmartGrowth Spatial Plan has assumed medium-high population growth. To accommodate the forecast population growth, it is estimated that up to 30,000 new dwellings will need to be constructed within Tauranga by Identified urban growth areas are shown in Figure 2 below. The estimated 30,000 new dwellings are proposed to be distributed as follows: Approximately 11,400 (38%) along the coastal plain in Papamoa, Wairakei and Te Tumu. Approximately 8,600 dwellings (29%) south of State Highway 29 in Pyes Pa East, Ohauiti, Welcome Bay, Welcome Bay South, Neewood, Pukemapu, Upper Ohauiti and Pyes Pa. Approximately 8,300 dwellings (28%) as infill/intensification within the pre-1990 s urban areas. Approximately 1,700 dwellings (6%) in Bethlehem and Bethlehem West. However it should be noted that there is uncertainty regarding the timing and rates of uptake of the proposed urban growth areas: Wairakei and Te Tumu UGAs are dependent on infrastructure upgrades and the uptake may be affected by financial viability. There is high uncertainty around the UGAs south of SH29 due to topographical constraints. The capacity of these UGAs may need to be reduced. The infill/intensification rates proposed are very high and may be difficult to achieve. As stated above, the viability of the proposed UGAs will be tested in the SmartGrowth review. The residential growth forecast is based around a high growth scenario when compared to New Zealand Statistics data. It is estimated a further 14,500 dwellings will be required in the city within the time period from 2041 to These are currently outside the scope of assessment.

14 Figure 2: Residential Growth Areas Within Tauranga

15 Commercial and Industrial Development Smartgrowth also considers the role of growth of commercial and industrial activities, providing the local employment to support a growing residential population. Between the 2001 and 2006, census data for Tauranga showed a 15% increase in population and a 27% increase in people in paid employment. Tauranga is still experiencing steady growth rates; however this has slowed since the mid 2000 s. The industrial and commercial areas at Mount Maunganui, Greerton and Tauriko are significant contributors to the local and regional economy. Wairakei and Te Tumu are planned commercial areas which are forecast to establish soon. The Port of Tauranga also plays a significant role in the regional and national economy, supporting wider economic productivity. Efficient movement of people and freight to these areas is essential to Tauranga s economic and social wellbeing into the future. This has been supported through recent work undertaken by the Upper North Island Strategic Alliance. Port of Tauranga Mt Maunganui Key industrial activity centres Future industrial activity centres Greerton Tauriko Figure 3: Key Industrial and Commercial Areas

16 The wider Bay of Plenty region already has the highest heavy vehicle weight intensity on roads in the country (214.8 thousand tonnes per km compared with the New Zealand average of 106.5). Volumes of freight traffic in the region are forecast to increase by 63% over the next 30 years 2. The Port of Tauranga is one of the major freight destinations in Tauranga. The distribution of freight movement to the port is shown in Figure 4 below. The total volume of freight through the Port of Tauranga in the 2012/13 year was 19 million tonne. A 3% increase on the previous year 3. In 2012 the value of imports and exports was approximately $21 billion, 23% of total value of imports/exports in New Zealand. The export value of Port of Tauranga in 2012 was $15 billion, $10 billion more than any other port in New Zealand 4. Figure 4: Truck Movements to Port of Tauranga Bay of Plenty Regional Land Transport Strategy 3 Port of Tauranga Annual Report Statistics New Zealand/Ministry of Transport/NZ Institute of Economic Research

17 Visitor access Tourism is a notable economic activity in Tauranga and although the effects of tourist trips are not expected to significantly impact on the performance of arterial routes either now or in the long term, its importance to the city economy requires it to be incorporated as a component of the network function. Total trips by visitors to the Bay of Plenty are forecast to rise from million in 2009 to million in an increase of approximately 2% (66,000). Most of this increase is expected to come from international visits which are expected to rise from 278,000 in 2009 to 343,000 in 2016, representing growth of 65,000 trips or 24% 5. Increasing numbers of international trips are coming into Tauranga through cruise ship visits. 82 ships berthed in the 2011/12 season, more than 50% more than the previous year s season. Consequence: The level of residential and economic growth predicted in Tauranga and described within the Smartgrowth spatial plan is expected to increase the risk of significant impacts on the performance of the transport network. Heavy Commercial Vehicle growth is estimated to increase by 53%-80% over current volumes over the next 30 years, with a corresponding general traffic growth of approximately 30%. 80% of the expected HCV growth is expected to be as a direct result of Port growth. Increases in traffic volumes on the strategic road network over the next 30 years are likely to decrease the ease of access to the city centre and freight efficiency to the Port of Tauranga. In particular this relates to increases along Takitimu Dr, the Harbour Bridge, SH2 Te Maunga, Route K and SH29 between Tauriko and Poike Rd. Forecast traffic volumes are shown in Figure 5 below. Growth in traffic volumes may result in port traffic having to compete with CBD traffic for road space due to their proximity. 5 New Zealand Regional tourism Forecasts Tourism Strategy Group/Ministry of Economic Development

18 Figure 5: Forecast Traffic Growth Over Next 30 Years

19 The future residential areas south of State Highway 29 form one of the main growth areas. Forecast growth projections may see a combined total of up to approximately 8,600 additional dwellings in these growth areas over the next 30 years. Trips from this area must use or cross State Highway 29 to access education, health, employment and commercial destinations. This will produce a significant future conflict between east-west regional through traffic and local traffic accessing key facilities.. In addition to this, the zoned Tauriko Industrial area adjacent to State Highway 29 and State Highway 36 will significantly alter traffic flows in the south of the city. The intersection between these roads will see a decline in performance as development occurs, with long term failure expected as shown in Figure 6 below. The intersection is a key part of the arterial route to the Port of Tauranga from Waikato and Auckland. The opening of the Tauranga Eastern Link in 2016 will provide a significant amount of capacity for future growth in existing arterial and collector routes along the coastal strip. However increased traffic volumes and efficiency along the Tauranga Eastern Link will produce the downstream effects of congestion and reduced levels of service at the Maunganui Road/Girven Road intersection. This is demonstrated by the short term failure of the intersection as shown in Figure 6. Ongoing development in Bethlehem, along Cambridge Road and north of Tauranga will continue to add pressure to arterial routes around Bethlehem town centre and into the city centre. Level of service failures are expected in the short term along SH2, as shown in Figure 6 below. Without intervention, future volume forecasts exceed the available capacity on some parts of the network. Some sections of SH2 and SH29 are predicted to fail in the short term as indicated in Figure 6 below. Figure 6 below is based on the levels of performance defined within the 2006 Integrated Transport Strategy for Tauranga. Level of Service C/D for strategic arterial corridors and Level of Service of E for non-strategic corridors.

20 Figure 6: Network Level of Service Failures based on Current Forecast Growth Scenario

21 The impact of growth on the rail network A key element of the freight supply chain is the East Coast Main Trunk rail line. With over a third of New Zealand s rail traffic, the region s rail network is the most densely utilised sector of the national rail network. In 2010, around 40% (approximately 5 million tonnes) of freight through Port of Tauranga was carried by rail. Recent Upper North Island Strategic Alliance work 6 indicated that growth of throughput processed by the Port of Tauranga could add up to 75% to rail freight movements over the next 30 years. Identified rail issues include: Single track limits train frequency and carrying capacity. The line seems likely to reach capacity before This growth will be managed incrementally by Kiwirail through additional passing loops, better signalling and potentially double tracking if required. If the rail network does not expand to cater for increased demand over and above that already planned for, and the Port expands at predicted levels, it is reasonable to assume that the road network will face increasing demand for inter-regional freight trips. Increasing demand for freight transport by rail will necessitate longer operating hours and, with a large proportion of the rail infrastructure running through residential areas, night trains are likely to raise concerns over social wellbeing. An increase in trains will impact on parts of the road network that have level crossings such as Totara Street, where higher frequencies of closures will directly increase congestion on the road network and increase conflict with people and vehicles. Risks to the future operation of the rail network pose a risk to the continued expansion of the Port of Tauranga operations. This requires a response that protects and develops key road and rail freight corridors that provide high quality reliable connections to key markets. 6 Price Waterhouse Cooper 2011: How can we meet increasing demand for ports

22 Issue Two: Safety Problem: Road crashes, particularly those involving young drivers, motorcycles, and intersections, are resulting in a high number of deaths and serious injuries. Over the last five years there has been ongoing progress made nationally to improve road safety and reduce the volume and level of injuries. In Tauranga, death and serious injuries have tended to occur at a rate of per year, with no consistent long-term trend evident. Tauranga Injury Numbers Numbers Death/Serious Minor Figure 7: Tauranga Death/Serious and Minor Injury Trends

23 The Safer Journeys Strategy identifies 12 areas of concern where significant change is needed to improve overall road safety. The following areas have been identified as being a significant concern in Tauranga by the NZTA safety briefing notes: Safer Roads and Roadsides Intersections Motorcyclists Young Drivers Between 2008 to 2012 crashes involving intersections, motorcycles and young drivers have resulted in a high number of fatal and serious injuries. Intersections Motorcycle Young Drivers Figure 8: Intersection, Motorcycle and Young Driver Crash Trends A national analysis of collective and personal risk has also identified the following areas as being of some concern in Tauranga: Collective Risk: Pedestrians (collective risk 7.8 deaths and serious injuries per annum) Alcohol and Drugs (collective risk 6.8 deaths & serious per annum) Speed (collective risk 6.8 deaths & serious per annum) Cyclists (collective risk 5.2 deaths & serious per annum) Personal Risk: Older road users (personal risk 4.1 deaths & serious per 100m VKT or for VRU Mhrs)

24 Cause: The KiwiRAP road safety rating system grades the majority of the rural State Highway network in the TUNS area at 2 and 3 star level 7, which is comparable to most of provincial New Zealand. Kiwirap assessment only applies to State Highways with a speed limit of 80km/h or higher over 5km segments and does not include local arterial corridors (for example Route K). KiwiRAP has developed two measures of displaying safety risk. Collective risk is a measure of crashes per km and personal risk is a measure of crashes per vehicle km travelled. A high collective risk road will generally be where the greatest cost effective safety gains can be made from engineering investment. These sections are also of interest to the NZ Police from an enforcement perspective. The following sections of Tauranga s state highway network have a high collective risk: SH2 Wairoa River bridge to 15 th Avenue SH2 Te Maunga to Welcome Bay Rd SH29 - Tauriko to Welcome Bay Rd The Tauranga Eastern Link and safety improvements to SH2 through Bethlehem are helping address the high collective risk of the Tauranga City sections of the Katikati to Tauranga and Te Maunga to Paengaroa corridors. Some minor safety improvements have been undertaken through Tauriko which will help reduce the risk over that section of the corridor. SH2 from Route K to Te Maunga, SH29 from Hairini to Te Maunga, and SH2A are all classified as having medium high collective risk. The draft High Risk Intersection Guide (HRIG) provides guidance on the assessment and rating of intersections using a methodology analogous with Kiwirap. To be classified as a high risk, an intersection must have high or medium high collective or personal risk. These measures of risk are based on the actual or estimated number of fatal or serious injury crashes.. The NZTA safety briefing notes on intersection in Tauranga identifies the following intersections as having a high number of fatal or serious injury crashes over the period : Willow St/HaringtonSt Oceanbeach Rd/Gold Rd SH29/Cambridge Rd SH2/Concord Ave SH2/Girven Rd/Matapihi Rd The SH2/Concord Ave and SH2/Girven Rd/Matapihi Rd intersections will be addressed with the Maunganui Rd/Girven Rd Intersection project which is currently in the investigation phase. 7 NZTA KiwiRAP Assessment

25 Safer Journeys explains that young drivers tend to have less driving experience and are more prone to taking risks as the parts of the brain that assess risk and control emotions and impulses are still developing into a person s twenties. Young people are also more likely to be affected by drugs and alcohol than other drivers. Older drivers are another area of emerging concern, information suggests that they are not necessarily at fault but more vulnerable. Safer Journeys also explains that riding a motorcycle requires a different set of skills and a higher level of vehicle control than driving a car. The potential outcomes of any crash, whether caused by the rider, other road users, the road environment or the vehicle itself, are more severe for motorcyclists. Pedestrians and cyclists are also much more vulnerable than other road users when involved in crashes. This results in death and serious injuries being more likely in crashes. Alcohol/drug impaired drivers are one of the largest causes of serious road crashes in New Zealand. Alcohol and drugs impair people in many ways. They can slow reaction times, decrease vision and increase risk taking. This increases the risk of these drivers being involved in a road crash. Speed also increases the risk of road crashes occurring, and increases the severity. Consequence: Crashes involving motorcyclists, old and young drivers and crashes at intersections will continue to contribute to a high rate of death and serious injuries in Tauranga. Lack of improvement in these and other areas of concern will hinder any improvements that can be made in road safety in Tauranga. Crashes will continue to incur high social costs and impact on families and communities. Issue Three: Network resilience Problem: The strategic road and rail transport networks are vulnerable to disruption at high risk locations. This undermines efficient access to the nationally significant Port of Tauranga and other key destinations. The disparate nature of the city, due to the peninsula development and difficult terrain in some areas, creates a number of network constraints and limits the availability of alternative routes. These physical constraints, combined with urban growth, have created congestion in a number of areas, with most issues focussed at water and rail crossings and at State Highway intersections. From a resilience perspective, a number of high risk locations have been identified using the NZTA risk identification and scoring process. A strategic assessment was also undertaken to examine the effects of network closures. Closures SH29 from Poripori Rd to Route K and SH2 from Wairoa Rd to Bethlehem will have the greatest effect on the efficient access to the port of Tauranga. This is due to the long detour route available which is generally unsuitable for high volumes of general and HCV traffic. The vulnerability of the rail network also presents a risk to the road network. Closures of the rail network could see freight transferred to road network, significantly increasing HCV volumes. Particular risks to the rail network which have been identified in the operational risk assessment include the Kaimai Rail tunnel, and the Matapihi Rail Bridge.

26 Corridor Classification AADT SH29 Route K to Poripori Rd High Volume National Strategic HCV AADT Route K N/A SH2 Route K to Harbour Bridge SH2 Harbour Bridge SH2 Harbour Bridge to Girven Rd SH2 Girven Rd to Domain Rd SH2 Wairoa Rd to Bethlehem SH2 Bethlehem to Route K High Volume National Strategic High Volume National Strategic High Volume National Strategic High Volume National Strategic Regional Strategic Regional Strategic Alternative Route Poripori Rd/Wairoa Rd Cameron Rd/Cambridge Rd Additional Journey Time Cameron Rd 5 minutes SH29 10 minutes Local City Roads Local City Roads Poripori Rd/Wairoa Rd Local City Roads Table 1 - Resilience Summary Known Risks Identified 15 minutes Tauriko Underslip 10 minutes Flooding 5 minutes 5 minutes 25 minutes 5 minutes Slip west of Takitimu Overbridge Ship/vehicle damage to bridges Earthquake damage to old bridge Flooding Truman Lane to Domain Rd Flooding Domain Rd Roundabout Vehicle/Flood damage to Wairoa Bridge Scour Damage to Kopurererua Bridge Slip Mayfield Lane/Cambridge Rd Flooding Bethlehem

27 Cause: The Tauranga landscape is dominated by the harbour and the bays and estuaries contained within it. This splits the city across peninsulas which limit opportunities for transport links. The Kaimai Ranges to the west of the city also limit inter regional transport links. Consequence: Ensuring that available capacity is focussed and maintained for those uses for which it was intended, such as long distance trips by freight rather than local single occupant vehicle trips, is a careful balance that requires an integrated approach across travel modes. This is managed by Tauranga City Council, Bay of Plenty Regional Council, Western Bay of Plenty District Council and the New Zealand Transport Agency through their ongoing relationship. At the same time, understanding the inherent conflict that exists in a constrained environment between the access function of local corridors and the efficiency objectives of State Highways is a careful balance. Issue Four: The role and demand for non-car travel Problem: An increasingly dispersed population as well as low density around key centres is increasing trip distance, reducing attractiveness of non car modes and increasing reliance on private car travel. The challenging geography, low population densities and historic investment in road-based transport in Tauranga encourages higher levels of single occupant car use and lower levels of walking and public transport when compared with other New Zealand urban areas. This reduces the effectiveness of non-car travel modes in addressing congestion, resulting in faster deterioration of Levels of Service than might otherwise be the case. Increasing the use of non car travel can reduce or delay the need for infrastructure investment. Household travel surveys have been undertaken by the Ministry of Transport since These surveys collect information on the travel undertaken by each member of a household over 2 days. The surveys are conducted on a sample of randomly selected households from New Zealand s 6 main urban centres. The below table shows the percentage of all journeys undertaken using each mode in each of the cities. Travel Mode City Private Public Cycling Walking Vehicle Transport Tauranga 98% <1% <1% 2% Auckland 89% 6% 1% 3% Hamilton 89% 3% 3% 5% Wellington 65% 19% 3% 11% Christchurch 78% 5% 8% 8% Dunedin 83% 4% 4% 9% Table 2: Household Travel Survey Data Average

28 A 3 year average based survey data from 2009 to 2012 suggests that 98% of all journeys in Tauranga are undertaken in a private vehicle. This is between 9% and 33% higher than New Zealand s other main urban centres. The result of this is significantly lower use of alternative modes. The use of Public Transport, cycling and walking in Tauranga is up to 19%, 8% and 9% lower than other urban centres respectively. This theme of high dependence on private vehicles is also seen in the 2006 Census data for household access to private vehicles. The percentage of households in Tauranga which do not have access to at least one private vehicle is between 1% and 5% lower than the other main urban centres. Use of public transport in Tauranga has increased by more than 10% per annum over the last 5 years. Around 4,800 passengers are now being carried daily. This can be partly attributed to the expansion of the Tauranga bus Network. However, even with this consistent growth the percentage of trips made using public transport is still an almost insignificant portion of all journeys. Analysis shows that currently there is good access to key facilities. 90% of dwellings are within 2km of a commercial centre and within 2km of a school, and 65% are within 500m of a cycle route and 66% within 400m of a bus stop. This indicates that the proximity of key facilities is currently not a key influencing factor in travel mode choice. The high use of private vehicles for journeys in the city suggest that it is the easiest form of travel. Current settlement patterns are placing residential growth further from key destinations and facilities. These increasing distances will further reduce the attractiveness of non-car travel modes. Relatively high levels of use and reliance on private vehicles does not support the SmartGrowth sub-regional growth strategy vision of Live, work, play, learn based around short journey distances and a range of travel choices. Cause: There are a number of causes of these low levels of walking and public transport use. These include distances people are wanting to travel, the physical nature of the city which results in busy road bridges not conducive to cycling and walking, the nature of the bus network being focussed on access rather than directness. Comparing Tauranga to cities with comparable characteristics demonstrates the potential for an achievable increase in the use of non-car modes for peak time travel in the city. Hamilton and Christchurch have been selected for comparison. These two urban centres have similar median personal incomes, age distribution and household access to private vehicles. The table below shows the census data for the locations mentioned above.

29 Travel Mode Tauranga Hamilton Christchurch Driving 78.1% 75.9% 71.5% Vehicle Passenger 4.8% 5.8% 4.3% Public Bus 0.9% 2.1% 4.8% Motorcycle 1.0% 0.8% 0.9% Cycling 2.4% 3.2% 6.1% Walking 4.0% 6.3% 5.3% Work at Home 8.3% 5.3% 6.3% Other 0.5% 0.6% 0.8% Table 3: National Census 2006 Journey to Work Data The proportion of Tauranga residents who drive to work is 2.2% and 6.6% higher than Hamilton and Christchurch respectively. This corresponds to a consistently lower proportion of Tauranga residents using alternative modes such as public transport, cycling and walking when compared to these cities. Working from home is higher in Tauranga than the other cities. This suggests that it Tauranga lends itself to this behaviour and is therefore a viable option in reducing travel demand. Consequence: The census data suggests there is a trade-off available between driving and other modes. If the mode distribution of trips to work in Tauranga could progress to levels seen in the comparative cities, a reduction in traffic demand could also be achieved. The table below details the potential percentage change in trips for Tauranga in the AM peak based on 2031 traffic flow forecasts. Travel Mode Hamilton Mode Distribution Christchurch Mode Distribution Driving -3% -9% Public Bus 132% 433% Cycling 32% 150% Walking 59% 34% Table 4: Potential Changes in Tauranga AM Peak Mode Trips 2031

30 The above data suggests that between a 3% and 9% reduction in AM peak vehicle trips in Tauranga could be realised if mode distributions similar to the comparable cities is achieved by It is estimated that 222,000 vehicle kilometres will be travelled in the morning peak by Achieving the mode distributions of Hamilton or Christchurch could reduce this figure by between 9,200 and 28,000 vehicle kilometres. Promoting initiatives such as working from home could also contribute to this. The percentage reductions above equates to between 1,400 and 4,200 private vehicle trips in the morning peak. Based on the other percentages above, there is potential for these trips to be transferred to non-car modes. The data suggests that by 2031 between 750 and 2500 of the forecast trips could be transferred to public transport, between 500 and 2300 to cycling and between 900 and 1500 to walking. Changes to Ministry of Education funded school bus services from the end of 2014 pose a significant risk to the future journey mode distribution. Some 4,000 of the 5,200 pupils and students within Tauranga live within 250m of a city network bus stop. Theoretically they could transfer to the public bus network when school bus services are removed. If the bus network is not able to cater for or attract this additional demand, there is potential for a large number of these trips to be converted to private cars. This would have a significant impact on the morning peak period. Removal of school bus services could therefore further increase city dependence on the private vehicle travel. Across both public transport services and school bus services, future investment in public transport services and infrastructure is based around the easing of congestion and severe congestion. Severe congestion is defined as where the volume to capacity ratio exceeds 100% for 5 days per week over at least 1 hour in a time period on at least 3 km of a route and the average annual daily traffic (AADT) is greater than 20,000 vehicles per day.

31 Issue Five: Access, severance and mobility Problem: Reduced attractiveness of non-car modes and increasing reliance on private car travel is in danger of marginalising the access of those without the use of a private vehicle to key local services and physically severing communities. Continuing residential isolation will reduce access to key facilities and restrict travel choice Over the next 30 years there is a potential for accessibility to reduce due to: the location of SmartGrowth residential growth and industrial areas in outlying greenfield areas increasing travel distance. an inadequate mix of development types in both greenfield and infill areas to support Live, Learn, Work, Play within the local area Over the next 30 years there is a potential for severance to increase due to: competing modal demands at points of interaction (e.g. intersections) especially where those demands are predicted to grow barriers created by new infrastructure that impede community movement and access The proportion of the Tauranga population 65 years of age or older is currently higher than the national average. Over the next 30 years this proportion is predicted to grow. The increasingly elderly population will be more reliant on easy access to key facilities within short distances. Increasing distances to local facilities and reliance on private car travel will adversely affect the elderly. Cause: Accessibility can be defined as people s ability to obtain the goods, services and activities that society considers essential. This relates to employment, education, medical and retail services. A transport system that is overly reliant on non-renewable fuel sources makes it susceptible to volatile oil prices. The affordability of transport choices can also impact on people with limited mobility (including the disabled, the aged or those caring for young children) and those who cannot afford to buy or run a private car. With the cost of a wide range of basic goods and fuel continuing to rise, provision of transport alternatives ensures there is an affordable, viable means of access to basic services such as work, shops and health facilities. Community severance affects the accessibility of key facilities. The existing and increasing congestion or changes to the transport network can reduce or hinder access for local communities. The sub-region s changing population characteristics suggest that issues of access and mobility will continue to increase in importance. Tauranga has a high ratio of older residents, with the 2006 Census showing that 17.4% of the population was aged 65 or over, compared to a national average of 12.3% 8. This is due to grow to around 31% by 2041 with 9% of the total population aged over With the projected increases in population this will represent significantly national census 9 Bay of Plenty RLTS Supporting Paper 07 - Study of the relationship between an ageing population and the Transport System in the Bay of Plenty Region

32 higher numbers of people aged over 65 and over 80. As the population ages, ensuring that access to essential goods and services is maintained will be increasingly important. Having an older population affects land use planning and means that there will be an increased demand for off-peak travel, total mobility and public transport services, pedestrian crossings and disabled parking. Consequence: Ensuring access to a range of goods and services is vital for community well-being, including older and less mobile road users. Transport users need to be able to access services across the modes. Increasing distance to facilities and dependence on private vehicle travel is reducing access to these vital services. Business Case Approach In order to implement the strategy it will be important to develop a business case approach, consistent with the principles of the Better Business Case developed by Treasury, and with the Investment Business Case Approach sought by the NZ Transport Agency. To aid consistency with a business case approach, the issues above are represented in a schematic form that clearly sets out the identified problems and the benefits of addressing them.these will form the starting point for development of individual or programme business cases as implementation progresses.

33 NZTA/Tauranga City Council Tauranga Transport Strategy Problem Definition & Benefit Map INVESTMENT LOGIC MAP Initiative PROBLEM BENEFIT Forecast housing and commercial growth will result in traffic congestion on key parts of the road network. This will undermine efficient access to the nationally significant Port of Tauranga and other commercial centres 60% A thriving and sustainable regional & national economy 35% KPI 1: Increase in number of employed people KPI 2: Increase in number of businesses KPI 3: Increase in PoT throughput KPI3: Increase in PoT Import/Export values The strategic road and rail transport networks are vulnerable to disruption at high risk locations. This undermines efficient access to the nationally significant Port of Tauranga and other key destinations 5% Road crashes, particularly those involving young drivers, motorcycles and intersections are resulting in a high number of deaths and serious injuries. 15% More efficient use of the Tauranga transport network 35% KPI 1:Prolonging years left of available road capacity Improved Road Safety across the Tauranga transport network 10% KPI 1:.Decrease in number of DSIs per year KPI 2: Decrease in number of crashes per year An increasingly dispersed population as well as low density around key centres is increasing trip distance, reducing the attractiveness of non car modes and increasing reliance on private car travel. 10% Reduced attractiveness of non car modes and increasing reliance on private car travel is in danger of marginalising the access of those without the use of a private vehicle to key local services and physically severing communities. 10% People get healthier 10% KPI 1: Increase in population life expectancy KPI 2: Decrease in incidence of serious illness and disease People enjoys easy and cost-effective access to key services, independent of travel mode 10% KPI 1: Increase in the ratio of non-car/car retail accessibility by vulnerable group KPI 2:as KPI 1 for health services KPI 3:as KPI 1 for key employment opportunities KPI 4: Reduction in average user costs of travel Figure 11: Identified Problems and Benefits

34 Tauranga Transport Corridors Ring Road North Corridor Ring Road South Corridor Internal Peninsula Corridor SmartGrowth Northern Corridor SmartGrowth Western Corridor SmartGrowth Eastern Corridor SmartGrowth Southern Corridor Figure 12: Tauranga Transport Corridors

35 Issue 1. Growth Traffic generated by residential growth south of SH29 is undermining the regional function of SH29 Issue 2. Safety Young drivers/alcohol and intersections High collective risk SH29 Tauriko to Hairini Issue 4. Non Car Travel Distance of growth areas south of SH29 from key destinations is increasing reliance on private car travel. Issue 5. Accessibility Lack of key facilities within growth areas south of SH29

36 Issue 1. Growth Traffic generated by growth in the south of the city is undermining efficient access to port along SH29/Route K Issue 2. Safety Young drivers/alcohol and intersections High collective risk SH29 Tauriko to Route K SH29/Cambridge Rd Intersection Issue 3. Resilience SH29 Poripori Rd to Route K alternative route a risk to efficient port access Issue 4. Non Car Travel Distance of southern growth areas from key destinations is increasing reliance on private car travel. Issue 5. Accessibility Lack of key facilities within southern growth areas.

37 Issue 1. Growth Traffic generated by residential growth in the west of the city and along the SH2 northern corridor is undermining efficient access to port along SH2 Issue 2. Safety Young drivers/alcohol and intersections Issue 3. Resilience SH2 Wairoa Rd to Bethlehem alternative route a risk to efficient port access. Issue 4. Non Car Travel Low residential density discouraging non car travel modes

38 Issue 1. Growth Traffic generated by residential growth in the east of the city is undermining efficient access to the port along SH2 Issue 2. Safety Young drivers/alcohol and intersections SH2/Girven Rd Intersection Oceanbeach Rd/Golf Rd Intersection SH2/Concord Ave Intersection Issue 4. Non Car Travel Distance of eastern growth areas from key destinations is increasing reliance on private car travel. Issue 5. Accessibility Lack of key facilities within eastern growth areas.

39 Issue 1. Growth Traffic generated by residential growth in the city undermining efficient access to the CBD along Turret Rd CBD growth is leading to competition with the port for road space Issue 2. Safety Young drivers/alcohol and intersections Willow St/Harington St Intersection Issue 4. Non Car Travel Low residential density discouraging non car travel modes

40 Alternatives and Options The Strategic Approach The Optimised Transport System The NZTA Intervention Hierarchy and Regional Land Transport Strategy Optimised Transport System define approaches to delivery based on maximising integration between partners and minimising the need for future investment. The Tauranga Transport Strategy is aligned with these and defines a combined framework for the consideration of alternatives and options that respond to the current and emerging issues. Level Approach Application 1 Integrated land use and transport planning 2 Manage traffic demand 3 Optimise existing network 4 Invest in new Infrastructure Alignment of transport planning with growth management and land use. Delivery of a 'Live, Work, Play' philosophy that reduces trip length and increases mode choice. Staging growth to coincide with network capacity Manage traffic demand to utilise the network more efficiently. For example, improve mode choice and encourage more efficient trips and alternatives to travel. Focus on areas under growth pressure and key strategic freight routes. Use a OneNetwork approach to manage use of the existing road network more efficiently and improve safety. Allocating and sharing road space between users according to appropriate priorities. Match Levels of Service against affordability and realistic need on a whole of network basis. Identify interventions that deliver improvements for specific network functions or add capability according to pre-defined priorities e.g. travel time efficiency, safety, resilience. Table 5: Application of NZTA s Intervention Hierarchy and the RLTS Optimised Transport System across Tauranga Integrated Planning (Growth Management, Land Use and Transport Planning) Integrated planning sits at the top of the hierarchy and requires policies that reduce overall travel demand 10. These policies are delivered through SmartGrowth and require consideration of new growth areas with a good understanding of transport options. Development in Tauranga is constrained by the geography, and links are restricted to a few limited capacity strategic corridors. Due to topographical, cost and cultural constraints, future growth is likely to be limited to those areas that are more easily accessible and geologically benign. Inherent with this is an increasing need to travel longer distances to reach essential services and employment. The likely outcome is a significant reduction in level of service over a prolonged period of time which will be detrimental to the economic efficiency and accessibility of local businesses and international trade. Commercial traffic is not considered to be the major contributor to this problem, but it is likely to be a significant casualty. 10 Regional Land Transport Strategy

41 Demand Management (manage traffic growth, provide mode choice) Demand Management addresses the primary drivers of travel demand and considers how these may be managed to reduce the overall traffic demand, particularly at peak times. The focus of demand management measures is on areas under significant growth pressure and on strategic freight networks. Generally Demand Management initiatives seek to achieve one or more of the following: Reduce the need for travel. Improve the overall efficiency of the transport network. Prioritise travel so that higher value trips and more efficient modes are given priority over low-value and less efficient modes. Increased transport options and mode choice. Optimisation (making the best use of the existing network) Closely related to demand management is optimisation of the network. Optimising the way the network is provided to users can be used to manage the network more efficiently and improve safety. For example, this includes allocating space within corridors to cater for high priority modes at peak times or to better match demand. As for demand management, the focus is on areas under significant growth pressure and on strategic freight networks. Invest in new infrastructure The provision of new infrastructure is typically high cost and sits at the bottom of the intervention hierarchy. Once the other options in the hierarchy have been used or considered investment in infrastructure based on small then large scale investment is considered. This involves matching existing levels of service to affordability and realistic need on a whole of network basis.

42 Part Two Key Implementation Areas The issues and strategic approach described in Part One of the Tauranga Transport Strategy are now considered in more detail at a mode or implementation area level, The areas for consideration are: Safety Asset Management Travel Demand Management Public Transport Walking and Cycling Access and Mobility Parking Rail Road Network Key Implementation Area - Safety Background Over the last five years there has been ongoing progress made nationally to improve road safety and reduce the volume and level of injuries..within Tauranga, serious crashes have tended to occur at a rate of between 30 to 50 per year with no evident consistent long-term trend. The overall picture is that progress has been made but there is plenty that can be done to make road use as safe as possible across Tauranga.

43 Tauranga Injury Numbers Numbers Death/Serious Minor Figure 12: Road Crash Injuries for Tauranga Trends and challenges Identified areas of concern The Safer Journeys Strategy identifies 12 areas of concern where significant change is needed to improve overall road safety. The following areas have been identified as being a significant concern in Tauranga by the NZTA safety briefing notes: Safer Roads and Roadsides Intersections Motorcyclists Young Drivers

44 Nationally, 21 percent of all fatal accidents occur at intersections. In Tauranga, the high number of crashes resulting in death and serious injury is a concern that needs addressing. Between 2008 and 2012 there have been 396 crashes at intersections in Tauranga. Of these, 3 were fatal and 65 were serious. Increasing the safety of motorcyclists is a high strategic priority identified in Safer Journeys. Between 2008 and 2012 there were 167 crashes in Tauranga involving motorcyclists. 3 of these were fatal and 53 were serious. Road Crashes are the single greatest killer of year olds, and the leading cause of permanent injury. In Tauranga between 2008 and 2012 there were 369 crashes involving young drivers. Of these, 6 were fatal and 53 were serious. Other areas of concern include: Older Drivers vulnerable road users Pedestrians and Cyclists vulnerable road users Speed increasing risk and severity Alcohol/Drugs increasing risk High Risk Intersections Guide and High Risk Rural Roads Guide Both of these approaches apply a consistent process to assessment of crash prediction and review. They are based on two parameters: Collective risk, or crash density, is a measure of the total number of fatal and serious injury crashes per kilometre over a section of road. A high collective risk road will generally be where the greatest cost effective safety gains can be made from engineering investment. These sections are also of interest to the NZ Police from an enforcement perspective. Personal Risk is a measure of the danger to each individual using the road being assessed, and takes into account the traffic volumes on each section. Personal risk shows the likelihood of a driver, on average, being involved in a fatal or serious crash. It is typically higher in more difficult terrain where traffic volumes and road standards are often lower. In many cases infrastructure improvements on these roads are unlikely to be cost effective. Other Safe System interventions such as safer road use and safe speeds are likely to be more effective over engineering investment. The resulting actions for both processes are then established as shown below:

45 Figure 13: Personal and Collective Risk Matrix These treatment philosophies work on improving each road type so that it will eventually have a recognisable and distinctive set of self-explaining features. By doing this the road user can expect particular safety features on each type of road and encourage the user to travel at speeds best suited to the road design and function.

46 TravelSafe The community programme and road safety co-ordination programmes are merged and delivered as the TravelSafe programme for both Tauranga and Western Bay District Council. This fully integrated programme considers the needs of the whole community with different aspects designed and delivered to separate audience groups from pre-school to older people. The same principles apply across the programme. listening to communities keeping it simple and flexible developing community ownership at the beginning strengthening community action developing personal skills creating supportive environments supporting building healthy public policy More details are provided within the Travel Demand Management Implementation Area contained elsewhere in this strategy. Relationship to Key Issues Growth Increased traffic leads to increased exposure to injury. Safety Directly connected Network Resilience Providing a resilient network reduces the risk of injury from natural hazards Role and demand for non-car modes The perception that non-car modes are not safe will have a detrimental effect on their attractiveness. Access / Severance / Mobility The perception that a corridor is unsafe can reduce accessibility and increase severance. Desired Outcomes 1. Improved road safety across the Tauranga transport network

47 OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Ensure that safety is a consideration within the design of new local and collector roads delivered through developments as contained within the Infrastructure Development Code. Apply NZS4404 to ensure slow speed environments are delivered. Encourage new developments to include high quality accessible facilities for non-motorised travel modes. Demand Management Optimisation Provide new infrastructure Delivery of the Safe Road Use element of the Safer Journeys road safety strategy Deliver the TravelSafe programme to all key audience groups and the wider public to provide education about travel choice and promote safety Reduce crashes and injuries for all road users. Undertake regular safety reviews of crash locations. Delivery of the Safe Roads and Roadsides and Safe Speeds elements of the Safer Journeys road safety strategy Ensure that safety is a consideration within the design of new arterial roads delivered by Tauranga City Council and New Zealand Transport Agency. Delivery of the Safe Roads and Roadsides and Safe Speeds elements of the Safer Journeys road safety strategy Design new road networks as a Safe System

48 Key Implementation Area Asset Management Background The Tauranga City Council Asset Management Plan for Transport 2012 is a standalone document required through the Local Government Act. A direct and clear alignment exists between this Tauranga Transport Strategy and the Asset Management Plan and they respond to the same city strategic vision and deliver the same outcomes. Therefore Asset Management is included as a key implementation area and maintenance and renewal activities are included in the delivery part of the strategy. Trends and challenges Recent high levels of city growth and even higher levels of traffic growth have led to increased use of transport corridors which need to be maintained or renewed for frequently to cater for current and future use. As the size of the network has grown (length of road, length of footpath, number of street lights, number of signs etc), in order to provide a consistent safe level of service, maintenance and renewal activities increase to match, with consequent pressure on budgets. Both of these issues can be described as Life Cycle Management. Relationship to Key Issues Growth Traffic growth leads to an increased maintenance and renewal burden. Similarly, increasing the size of the network to accommodate growth also increases those costs and future commitments. Safety A continued focus on safety through the delivery of the safer roads and roadsides portion of the safer journeys strategy and the provision of a consistent and safe level of service throughout the network are key elements of the Asset Management Plan. Network Resilience Managing network security and resilience and managing the risks associated with critical assets are key elements of effective asset management. The role and demand for non-car travel Any delay in increases to traffic growth brought about, for example, through increased bus patronage, growth in rail freight and increased walking and cycling reduce the future maintenance burden. Access and Mobility The provision of a consistent and safe level of service for footpaths and cycleways are key elements of the Asset Management Plan based on agreed Levels of Service.

49 Desired Outcomes 1. A thriving and sustainable regional and national economy Strategic outcomes for asset management align with those contained in the 2012 Asset Management Plan for Transport 1. Ensure the safe, efficient movement of people and goods around and through the city by providing a well managed network for vehicles, walking, cycling and public transport 2. Ensure that the road network is maintained in a timely and cost effective manner 3. Provide the levels of service that the current and future community want and are prepared to pay for 4. Ensure that economic, social, cultural and environmental factors are all considered when planning or undertaking any works OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning New infrastructure to be delivered and adopted to standards set within the TCC Infrastructure Development Code and NZS4404 to reduce long term maintenance costs Demand Management Promote cycling, walking and public transport to reduce future maintenance and renewal requirements Provide safe networks for cyclists and pedestrians Optimisation Provide new infrastructure Undertake comprehensive Life Cycle Management of all assets (and in particular critical assets) to ensure that they remain secure and resilient even with increased use. Ensure that the transport asset (pavement, footpaths, markings and signs, street lighting, traffic signals and controls, structures, kerb and channel, berms and parking) is maintained in a safe, timely and cost effective manner Identification and scheduling of maintenance and renewal tasks should take account of upgrades or changes to the surrounding network and be timed to maximise efficiency. Develop and protect key connections between the strategic network and the local road network

50 Key Implementation Area Travel Demand Management Background Travel Demand Management (TDM) is a key element in the delivery of an integrated transport system. It includes both reducing the need to travel through good land use planning, and increasing the range of attractive travel modes to reduce peak hour demand. A package of elements includes: Optimising existing networks Reducing the need to travel Educating and encouraging the public to make sustainable travel choices Providing infrastructure to support sustainable modes. Without a comprehensive travel behaviour change programme, population growth and increased transport demand will increase congestion and use up available road capacity more quickly, prompting high cost infrastructure investment. Trends and challenges Future residential and industrial areas in outlying greenfield areas increasing travel distance with an inadequate mix of development types in both greenfield and infill areas to support the Live, Learn, Work,, Play model. Traffic modelling shows that severe congestion will occur on key sections of the Tauranga road network to Modal shares for trips to work shows single occupant car use remains consistently higher than comparable cities. Walking, cycling and public transport mode shares are all lower than comparable city averages. Relationship to Key Issues Growth Demand management can address growth and resulting congestion issues by optimising and reducing traffic flows on the road network, and influencing the choices people make in how, when and where they travel. Safety Promoting and enabling sustainable modes can also improve road safety for those modes. Network Resilience No significant relationship Role and demand for non-car modes Providing travel choice and improving uptake of sustainable modes reduces the burden car trips on the environment and has positive public health outcomes. Access / Severance / Mobility Improving the availability of transport choices and providing infrastructure supporting sustainable modes improves access and mobility for all sectors of the community and can reduce severance effects.

51 Desired Outcomes More efficient use of the Tauranga transport network People enjoy easy and cost effective access to key services, independent of travel mode. People get healthier OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Demand Management Optimisation Provide new infrastructure Deliver Smartgrowth, ensuring there are sufficient population and commercial densities to encourage sustainable travel modes. Ensure pedestrian / cycle facilities are considered within structure planning so that key facilities and services are available within short distances. Where possible, minimise parking within new developments to maximise densities and economic viability. Deliver the TravelSafe programme to all key audience groups and the wider public to provide education about travel choice and promote safety Promote sustainable transport through community based activities such as Feet First, BikeWise, Neighbourhood Accessibility Planning and traffic calming Understand the connection between parking management and the promotion of alternatives such as public transport, cycling and walking. Promote TDM initiatives such as parking information / signage, electronic travel information, overflow parking plans, workplace travel plans, working from home, online shopping Manage travel demand and congestion to ensure there is no adverse effect on overall city strategic outcomes. Investigate and implement projects to maximise capacity of key transport corridors at peak times Promote car share programmes and alternatives Develop and deliver commuter cycle routes on and off road as well as leisure based recreational links

52 Key Implementation Area Public Transport Background Patronage on the urban bus network has grown steadily since services were launched in 2003 and over 1.8million trips are now recorded annually. Tauranga City Council s role is to ensure that public transport services are part of the delivery of an integrated transport strategy, and to provide infrastructure to support services operated by others as it is required. Regionally strategic public transport corridors have been identified in the Regional Public Transport Plan as follows: Figure 14: Bus Routes and Regional Strategic Public Transport Corridors

53 Trends and Challenges Public transport has a mode share in Tauranga of around 1% compared to 2-5% present in the most comparable New Zealand cities. There is significant opportunity to increase public transport mode share over the next 30 years. Provision of attractive reliable public transport services connecting new residential growth areas with key city destinations will be vital. This may require orbital services and more formal interchanges between services to be established over time. Removal of school buses in 2015 has the potential to generate significant congestion if a suitable alternative is not funded. If the removal of school busses is managed carefully, this could double public bus patronage in Tauranga. As journey times increase, ensuring bus journey time reliability on a more congested network will require provision of facilities for buses in existing areas. Finally, it is important to recognise and protect future opportunities for park and ride facilities, ferry services and passenger rail services Bus use in Tauranga over the last 5 years or so has increased by between more than 10% per annum as the bus network has expanded across central areas of the city. Should this growth continue, and if supported by relative growth in other modes, then achieving the proportion of vehicle use seen in comparable cities over 20 years could result in up to 28,000 less veh-kms across the city s arterial road network in the morning peak. From a delivery perspective, this implies that the continued expansion of bus, walking and cycling networks across the city may be able to assist in managing reductions in levels of service, and should be investigated to see if this is likely to be achievable and whether the benefits would justify the costs involved. For the bus network, the starting point would be the Regional Strategic Corridors identified in the Regional Public Transport Plan, where intensification of existing services would be focussed (e.g. higher frequencies and improved reliability). Beyond this, improved access to existing areas such as the North Mount, Arataki, Papamoa, Maungatapu and North Bethlehem could also contribute to traffic demand management. Over the next 30 years, PT service penetration into the planned new UGA s, particularly Wairakei, Te Tumu, Pukemapu, Welcome Bay, Neewood, South Bethlehem and Pyes Pa would also be needed. Further, as several UGA s are in Greenfield areas, trip distances to major destinations will be greater than for those in central areas. Additional direct services, and the creation of public transport hubs perhaps at suburban shopping centres, may be required to maximise patronage. More rigorous application of SmartGrowth s Live,Work, Play principles in outlying UGA s to direct a mix of development types within each of them could also deliver a similar demand management benefit. Infrastructure to support public transport Bus lane viability is often based on an assumed person throughput of 1000 people per lane per hour at which point the person carrying capacity of the bus network (20 buses per hour with an average occupancy of 50 people) is equal to that of a vehicle lane (800 vehicle lane capacity and an average car occupancy of 1.2 people). Bus lane / clearway implementation Possible trigger points Using the logic of a bus lane or clearway being justified when the number of people travelling along the bus lane would be equal to or greater than the number travelling in a traffic lane the flowing trigger points could apply:

54 Either more buses are needed - total person capacity of vehicle lane vs bus lane would be near equal at 48 buses per hour in each direction. Or more passengers are needed - a four-fold increase in bus patronage to 720 passengers per hour in each direction along Cameron Road. If the current rate of patronage increases (16% per year) is maintained this would occur in approximately Localised priority measures Whilst dedicated bus lanes or clearways may not be justified straight away, localised priority measures such as signal pre-emption can help to improve the efficiency and reliability of bus services and can be included with planned signal upgrades to improve economy. Complimentary measures In order to maintain patronage growth and to future proof the Cameron Road corridor for possible clearways or bus lanes it is important to maintain a programme of measures to improve the efficiency and attractiveness of the bus system as a transport mode, particularly for home work/school and home shopping trips. This involves measures to improve access (i.e. fast convenient and direct commuting routes) and mobility (greater coverage of stops with circuitous routes for shopping / off peak travel). Improvement area Measure Access / Mobility Enhanced service Higher frequency Access Improved reliability Access Improved coverage Mobility Network improvements Service optimisation Both (ongoing) Ticketing and off bus Electronic ticketing (in place) Access improvements Off-bus ticketing and Access weekly/monthly passes Improved bus stops and Mobility waiting facilities (ongoing) Improved information Both Realtime (underway) Demand management / behaviour change Disincentivising car use parking and development control. Allocation of road space Access Table 6: Public Transport Approach Matrix

55 In order to maintain year on year increases in bus patronage, short term complimentary measures and localised priority measures should be pursued whilst ridership and bus frequency along the corridor are monitored in order to identify when a trigger point for installing bus lanes or peak hour clearways is being approached. Measures include: Planned programme of intersection priority / bus pre-emption work to be combined with intersection upgrades included in the 10-year plan Consideration of bus pre-emption measures at key intersections in consideration of future 10 year plans Continual monitoring and improvement in coverage and frequency as needed particularly related to school journeys following withdrawal of Ministry of Education funding in Annual programme of bus stop upgrades, installation of shelters and timetables Real time information programme Continual review of bus patronage, frequency and traffic flows along Cameron Road Relationship to Key Issues Growth Expansion of the bus network as part of urban residential growth is an important element in ensuring travel choice in new areas and continuing to grow bus patronage. Ensuring that services from these new areas have reliable journey times is likely to require future investment in existing corridors (e.g. clearways, bus lanes). Safety No significant relationship Network Resilience No significant relationship Role and demand for non-car modes Providing travel choice and improving uptake of sustainable modes reduces the burden car trips on the environment and has positive public health outcomes. Access / Severance / Mobility Making services accessible and providing infrastructure supporting sustainable modes improves access and mobility for all sectors of the community and can reduce severance effects. Desired Outcomes 1. People enjoy easy and cost effect access to key service independent of travel mode. 2. More efficient use of the Tauranga transport network

56 OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Deliver SmartGrowth, ensuring there are sufficient population and commercial densities to encourage public transport. Ensure public transport is considered within structure planning for example by reducing culde-sacs to enable effective routing and servicing. Where possible, minimise parking within new developments to support public transport Protect future opportunities for ferry and passenger rail services Demand Management Optimisation Organise advertising, promotion and education campaigns. Support Bay of Plenty Regional Council to develop an easily understood timetable system for all users (including the blind) and provide relevant information on the internet. Develop understanding of the link between PT patronage, its drivers, and network optimisation, and use this to influence PT demand to support network efficiency Deliver a real-time bus information system for Tauranga Understand the connection between parking management and public transport and manage this to improve network optimisation Provide adequate facilities for every bus route. Consider the needs of transport disadvantaged and mobility impaired bus users in the provision of PT infrastructure, for example through provision of accessible bus stops. Support the Accessible Journey approach and best practise guidelines for public transport infrastructure. Support Bay of Plenty Regional Council in ensuring network optimisation, value for money and cost effectiveness in public transport services Understand the needs of public transport when undertaking maintenance, renewal or improvement projects, for example by providing advance information to bus service providers. Consult with operators when changes are made to the network. Consider the introduction of infrastructure to improve bus journey time reliability

57 Provide New infrastructure Agree a future network of bus priority measures on key corridors, focussing on locations that provide maximum benefit to the largest number of services. Agree the timing of the delivery of network improvements with Bay of Plenty Regional Council and NZTA based on easing of severe congestion criteria and the number of bus passengers using a corridor daily. Key Implementation Area - Walking & Cycling Background As the city has grown, distances between destinations have increased, and traffic volumes have risen. Together these have led to a decrease in the number of people cycling to work, as evidenced by the 2006 national census which showed approximately 4% of journeys to work were on foot and 2.5% of journeys to work were by bicycle. This is lower than comparable cities. The principles of the SmartGrowth sub-regional growth strategy state that it is essential that where land is being developed, the needs of pedestrians, cyclists and other vulnerable road users are considered. Safe, well designed linkages can reduce the number of vehicle trips, especially shorter trips, by providing attractive alternatives to the private motor car. These facilities need to be designed at an early stage rather than being an add-on to a car based design and also need to interconnect with adjacent planned, or existing facilities. Trends and challenges The consequence of not determining land use that supports short journeys, and not investing in facilities to provide for non-motorised modes, is that more people will perceive walking and cycling as unsafe and choose to drive for more of their trips which increases pressure on the road network and increases congestion for all road users. One example is parents not allowing their children to walk or ride to school, preferring to drive them to them school gate. This has resulted in increasing congestion around schools in the mornings and at the end of the school day, which has increased and prolonged the traffic peak for all road users. Understanding this concern, the TravelSafe programme is now providing cycle skills training to over 3,000 students per year and aims to expand this in future years to cover all students in Year 6. Tauranga has a temperate climate and is mainly flat. The low level of walking and cycling to work recorded in the census does not reflect the high level of demand for recreational walking and cycling. As an example, research undertaken in late 2011 showed that over 4,000 bicycles are sold annually through specialist retailers in Tauranga alone. Most of these are used for recreational cycling. Recreational cyclists form a key user group when cycle facilities are designed and installed. Promotion of recreational walking and cycling is also an important element in encouraging the shift to commuting.

58 The 2010 Safer Journeys national road safety strategy identifies cyclists as a High individual risk issue for Tauranga, and pedestrians as a Medium/High individual risk issue. Delivery of solutions to reduce the number and severity of injuries suffered by both pedestrians and cyclists is a high priority. Walking Network National analysis indicates that some 17% of all car trips are less than 2km in length and almost half are under 6km 11. As described in Part One, the national census highlights lower levels of walking in Tauranga than the national average 12. Figure 15: Distribution of Mid-Block Pedestrian Injury Crashes ( ) census

59 Pedestrians as a vulnerable road user are over-represented in crash injury statistics. Locations of pedestrian injuries over the last five years are illustrated above. The age group is over-represented. Injuries are widespread suggesting no clear pattern although most injuries occur due to a combination of poor driver observation and poor pedestrian observation. Tauranga City Council has had a policy to provide a footpath on at least one side of all residential and industrial streets and this has been delivered over a number of years with the result that nearly 100% of qualifying streets have a footpath. This demonstrates a broad level of general access to the walking network. To attempt to understand potential reasons why walking levels are lower than average, an analysis of distance to schools and commercial centres was undertaken. This was based on a 2km walking distance (approximately a 20 minute walk) as shown below. Dwellings within 2km of commercial centres: Year Total Dwellings Dwellings within 2km of a commercial centre Dwellings more than 2km from a commercial centre ,865 42,500 (90%) 4,365 (10%) ,865 42,500 (55%) 34,365 (45%) Year Total Dwellings Dwellings within 2km of a school Dwellings more than 2km from a school ,865 42,178 (90%) 4,686 (10%) ,865 42,178 (55%) 34,687 (45%) Table 7: Distance from dwellings to key destinations The following conclusions can be drawn: Current (2011) access for existing dwellings at 90% for both commercial centres and schools appears to be very good. There are no areas with particularly poor access. It is clear that there is a disconnect between the provision of centres within walking distance and the level of walking that occurs. Injuries are most common in the age group. This suggests that the journey to school needs to be a high priority for further investigation. In order to achieve national average levels, it seems clear that walking as a safe travel mode should be considered and promoted to certain audience groups, for example those living within 2km of their school and those who live within 2km of commercial centres. It is also important that the needs of pedestrians are provided as Urban Growth Areas are developed.

60 Completion of a basic network for pedestrians is based on completion of a Ten Year Plan target to provide a footpath on at least one side of all urban streets in the city, and delivery of small projects identified and prioritised within School Travel Plans documents developed by education facilities. Further improvements such as signalised pedestrian crossings are prioritised and delivered using the Minor Improvements fund. Cycling Network Figure 16: Distribution of Cyclist Injury Crashes ( ) Again, analysis of crash injury statistics reveals a widespread pattern of cyclist injuries. The age group is again over-represented. It is evident that a number of specific routes (particularly Cameron Road and Ocean Beach Rd / Papamoa Beach Road) can be identified from the data and these require further analysis. To establish a level of access for non-car modes, travel distance from dwellings to the city cycle network has been analysed. This has been based on a 500m journey to a cycle route in both 2011 and in The Infrastructure Development Code requires cycle lanes to be constructed as part of

61 most of the approved road cross sections and for this reason the level of access in Urban Growth Areas is likely to be higher than for the existing network. The expected results are below. Year Total Dwellings Dwellings within 500m of a cycle route Dwellings more than 500m from a cycle route ,865 30,465 (65%) 16,400 (35%) ,865 30, ,000 = 60,465 (79%) 16,400 (21%) Table 8: Access to city cycle network in 2011 and 2051 The following conclusions can be drawn: Current (2011) access for existing dwellings at 64% is relatively low. Suburbs with a low level of access to the identified cycle network include Otumeotai, Matua, North Bethlehem, Pyes Pa and Welcome Bay. Injuries are most common in the age group. This suggests that the journey to school needs to be a high priority for further investigation. Over time, due to new areas being developed with integrated cycle facilities, access to local cycling facilities increases significantly. Gaps in existing access are therefore of most concern. It is clear that improvements and extensions to existing cycle routes will be required to fill the current shortfall in access in existing areas to provide an acceptable network for both existing and new residents. In addition, as Urban Growth Areas are in Greenfield areas, trip distances from these locations to major destinations will be greater than for those in the urban area. This is likely to present a hindrance to cycling unless a range of local facilities are provided to encourage short trips this includes education, employment, health and retail. Overall there appear to be a number of opportunities to increase levels of cycling for the journey to work beyond current levels and the current national average if safe, convenient and attractive routes can be provided. To provide safe facilities that connect to main destinations such as schools and commercial centres, and to encourage future increases in the number of those cycling for commuter purposes, a network of routes has been identified for the city. This has two layers ten commuter based routes and a wider network of recreation based connections. Provision of safe facilities on roads and alternative facilities away from traffic provide cyclists and pedestrians with the ability to use non-motorised modes for short (under 2km) and medium length (under 5km) journeys.

62 Figure 17: Tauranga cycle network Within the proposed cycle and pedestrian networks, there are a number of critical connections required to provide grade-separated access for users as shown below. These are likely to take the form of overbridges or underpasses and as well as providing network connections, will also improve accessibility and mobility and reduce the effects of severance.

63 Relationship to Key Issues Figure 18: Walking and cycling connections Growth Expansion of walking and cycling networks as part of urban residential growth are important elements in ensuring travel choice in new areas and continuing to increase use. Safely connecting these new areas to key destinations will require investment to complete the cycle and walking networks in existing areas. Safety Pedestrians, cyclists and other vulnerable road users are over-represented in crash injury statistics. Network Resilience No significant relationship Role and demand for non-car modes Providing travel choice and improving uptake of sustainable modes reduces peak hour network demand and the burden of car trips on the environment and has positive public health outcomes.

64 Access / Severance / Mobility Ensuring that pedestrian and cycling facilities are available for all users increases the level of accessibility and mobility for the whole community. In addition, construction of key links in the walking and cycling network can reduce severance effects. Desired Outcomes 1. People enjoy easy and cost-effective access to key services, independent of travel mode 2. People get healthier 3. More efficient use of the Tauranga transport network OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Demand Management Ensure active modes are considered within all structure planning so that key facilities and services such as food, employment, health, education are available within short distances (max 2km walking and 5km cycling) and travel times for 90% of population across the city Understand and provide for vulnerable road user safety needs slow speed environments, good crossing points Promote walking and cycling through community based activities such as: Travel Safe schools and road safety programme, Bikewise and other national events neighbourhood accessibility planning, traffic calming programmes etc. Construct an integrated and comprehensive network of cycle routes to cater for both commuters and recreational cyclists Provide safe crossing points and good pedestrian connections to public transport services Provide secure cycle racks at employment and commercial centres Encourage employers to provide lockers and showers Optimisation Improve road safety for vulnerable road users Look for opportunities to provide improved crossing points (particularly on arterial roads),

65 Provide Advanced Stop Boxes and Hook Turn facilities for cyclists at key intersections Continue to deliver target to construct at least one footpath on every urban street Optimise pedestrian crossing time at signal crossings Design road shoulders to provide safe areas for cycling Provide new infrastructure Develop and deliver 10 defined commuter cycle routes on and off road Continue to ensure footpaths are constructed to Infrastructure Development Code standards in new developments Continue to develop commuter and leisure based recreational walking and cycling links on and off road Key Implementation Area - Access & Mobility Background This section considers in more detail Tauranga s ageing population and its disabled or mobility impaired community. The issues of access and mobility are a key part of the Tauranga Transport Strategy Trends and Challenges Ageing Population The population across New Zealand is getting older. Tauranga is already significantly over-represented in the over 65 age bracket (17.4% of the population in 2006 compared to a national average of 12.3%). Over the next 30 years this position will only change slightly in Tauranga but there will be a significant increase in people aged over 65 nationally. The Organisation for Economic Co-operation and Development (OECD) identified eight major policy priorities to manage the mobility needs and safety issues for older people. These involve supporting older people as their transport needs change. Support and funding to enable lifelong mobility Support for older people to continue driving safely Provision of suitable transport options to the private car Safer vehicles for older people Development of safer roads and infrastructure

66 Appropriate land-use practices Involvement of older people in policy development Educational campaigns to promote maximum mobility and safety for older people Physical infrastructure and the design of public space can impact on the ability of older people to move around. If there are areas that are physically impossible for people to pass by (e.g. barriers in the middle of walkways that are too narrow for mobility scooters), or areas that feel unsafe they are likely to present a barrier to movement. The World Health Organisation has written a checklist for age-friendly cities to make it easier for older people to move around. Some examples are: Ensure kerbs are not too high or too steep to allow mobility scooters to get on and off footpaths. Ensure footpaths have no trip hazards, are wide enough, and are continuous on both sides of the road for pedestrians, mobility scooters, push chairs, walking frames and wheel chairs to move around safely. Ensure public space has crime prevention through environmental design (CPTED) so that older people can feel safe in public spaces. Remove or redesign staples on walkways to allow mobility scooters to get through. Provide good urban design in public spaces. Provide adequate lighting of public space, car parks, roads and footpaths Install age friendly infrastructure at bus stops, including larger fonts on bus timetables, seating and weather proof shelters. Consider designing new road markings and signage to make it easier for people who are losing their eyesight, to understand the road network, and allow older people to feel comfortable continuing to drive for longer. Locate public seating (particularly in hilly areas) for older pedestrians. Provide easy access priority parking for elderly or disabled that is located near service providers. Ensure this parking is monitored. The affordability of transport choices can also have an enormous impact on the mobility of people with a fixed or limited income and those who do not have access or cannot afford to buy or run a private car. Ensuring access to a range of goods and services is vital for community well-being. With ongoing fuel cost volatility and the cost of a wide range of basic goods continuing to rise provision of transport alternatives ensures there is an affordable, viable means of access to basic services such as work, shops and health facilities. Careful land use planning combined with investment in the bus network, cycle routes and facilities for pedestrians over the past decade has reduced isolation for the elderly, supported the independent movement of children within their communities and provided access to medical services, education and employment. Mobility and Disability The definition of disability as contained in section 21(h) of the Human Rights Act 1993 includes: (i) Physical disability or impairment; (ii) Physical illness; (iii) Psychiatric illness;

67 (iv) (v) (vi) (vii) Intellectual or psychological disability or impairment; Any other loss or abnormality of psychological, physiological, or anatomical structure or function; Reliance on a guide dog, wheelchair, or other remedial means; The presence in the body of organisms capable of causing illness. The vision of the Human Rights Commission is that disabled people are respected for who they are and are able to participate fully in New Zealand society. The Human Rights Commission undertook an inquiry into Accessible Public Land Transport for People with Disabilities in Recommendations included: That the transport needs of disabled people be considered as a core and mandatory requirement for all land transport planning, funding and implementation; That design performance standards be developed for public transport services and facilities for blind and vision-impaired pedestrians; That the affordability of public land transport services for those dependent on the Total Mobility scheme be considered in policy development; That taxi services be treated as an integral part of public land transport services for disabled people; That the Ministry of Education conduct a comprehensive review of School Transport Assistance including Special Education School Transport Assistance funding, policy and practice. The Human Rights Commission is currently developing a new document titled The Wider Journey: The Rights of Disabled People. The report aims to provide information about accessibility for disabled people. The draft report explores three key components to improve accessibility for disabled people. These are: the built environment access to information independent voting Accessibility is one of eight general principles of the United Nations Convention on the Rights of Persons with Disabilities (the Disability Convention), which New Zealand has signed. As part of its obligations under the Disability Convention, New Zealand is obliged to implement legislation and policies to ensure disabled people are aware of their rights under the Disability Convention and to adopt measures which foster respect, dignity, and greater social awareness about disabled people and their rights. The report considers international human rights standards, as well as New Zealand Human Rights Commission experience and research. It then makes recommendations on how to improve accessibility for everyone from footpaths and fines through to elections and . The built environment section of the document addresses issues such as the use of access ways, the ability to enter and move around buildings independently. Getting to and from public places will enable disabled people to navigate and engage with the communities in which they live. In line with international human rights standards, the Human Rights Act requires building owners or service providers to accommodate disabled people to the extent that it is reasonable to do so. Buildings which are being newly built or which are being altered are required to be accessible to disabled people.

68 The Disability Convention calls for promotion of universal design, which is a shift away from the practice of removing barriers for disabled people, and towards the practice of meeting the environmental needs of all users, regardless of age or ability. The Barrier Free New Zealand Trust and the Be Institute are nonprofit organisations committed to creating and collecting information about facilities accessible to disabled people, especially those using universal design principles. Relationship to Key Issues Growth As a growing city with a high proportion of retired and ageing persons, the design and implementation of facilities that are accessible for all users needs to be a part of structure planning. Safety Pedestrians, cyclists and other vulnerable road users are over-represented in crash injury statistics. Network Resilience No significant relationship Role and demand for non-car modes Providing travel choice and improving uptake of sustainable modes reduces peak hour network demand and the burden of car trips on the environment and has positive public health outcomes. Access / Severance / Mobility Ensuring that facilities are available for all users increases the level of accessibility and mobility for the whole community. In addition, construction of key links in the walking and cycling network can reduce severance effects. Desired Outcomes 1. People enjoy easy and cost effective access to key services, independent of travel mode.

69 OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Demand Management Optimisation Provide new infrastructure Ensure the needs of aged and mobility impaired residents are considered within all structure planning so that key facilities and services such as food, employment, health, education are available within short distances (max 2km walking) and travel times for 90% of population across the city Understand and provide for vulnerable road user safety needs slow speed environments, good crossing points etc. Continue to support entitlement-based schemes for the aged and mobility impaired community, such as SuperGold and Total Mobility Continue to encourage the provision of a fully accessible bus fleet in Tauranga to promote accessible journeys Build relationships with sheltered housing organisations, advocacy groups and the local community to generate debate about the needs of the aged and mobility impaired Provide good crossing points with high quality kerb and channel connections that are safe and comfortable for those in wheelchairs Ensure Mobility car parking spaces are well signed, located and enforced Optimise pedestrian crossing time at signal crossings and provide audible as well as visual facilities to ensure safety for the blind Continue to ensure facilities are constructed to Infrastructure Development Code standards in new developments, and that the Code continues to remain up to date and includes modern standards Continue to invest in new and improved footpaths in existing areas

70 Key Implementation Area - Parking Background Parking is a valuable resource and an essential component of the transport network. It plays a key role in the viability and functioning of urban areas. Parking has implications not only for all modes of transport, but also for economic development, land use, planning, and urban design. Historically, as private motor vehicle travel has become cheaper and more widespread, land use and parking management practices have contributed towards a range of undesirable consequences such as urban sprawl and reduced development density. This has further encouraged higher rates of vehicle ownership and use which has imposed significant costs on communities, governments and businesses. In the process this has further exacerbated various problems including traffic congestion, air pollution and noise. Furthermore, these practices tend to suppress economic activity in existing town centres (where land is expensive) in favour of greenfield development on the urban fringe (where land and rates are comparatively cheap). City Centre Tauranga City Council undertakes city centre parking enforcement TCC manages 2,426 on street parking spaces, of which 1,045 are pay and display, currently with a two hour limit. TCC owns and operates two car parking buildings (Elizabeth Street and Spring Street) with a total of 755 spaces. TCC owns and operates nine Pay & Display car parks (Dive Crescent, TV3 site, Strand Northern, Strand Southern, Masonic Hotel, Library, IRD, Durham Street and Harrington Street) with a total of 634 spaces. TCC owns and operates leased parking at six locations (Ex-Seaview Tavern, Durham Street x2, Harrington Street, Dive Crescent and Spring Street) with a total of 238 spaces. There is additional private parking stock totalling 2,880 spaces. City-wide TCC undertakes bus lane enforcement TCC manages time restrictions and parking enforcement activities in other centres including shopping centres at Mount Maunganui (North Mount, Downtown, Midway and Central Parade) and Papamoa and around other significant employment zones such as the Hospital, Greerton and Bayfair. TCC owns and operates public car parks at other Tauranga City Council facilities such as libraries, swimming pools and open spaces Trends and Challenges Internationally and in Tauranga, a paradigm shift is occurring in what is considered best practice parking management. The SmartGrowth sub-regional growth strategy ensures that future development in Tauranga is focussed around centres to maximise the density and use of available land. Parking management

71 forms a portion of the 2009 Tauranga City Plan which permits reductions in parking provision through a number of parking reduction factors and prescribes no minimum level of parking provision in city centre developments. A new approach to parking management, based on the outcomes of this work, identifies a suite of innovative and integrated measures which are essential if challenges can continue to be addressed. Effective parking management strives to provide the right amount of parking, in the right place, and at the right price in order to adequately serve the needs of vehicle users while minimising costs to the community. The following ten best practise principles guide the development and application of parking strategies Consumer choice: Consumers are allowed to choose between travel options in an economically neutral environment, which directly rewards those who choose to travel by less resource-intensive transport modes. 2. Pricing: As much as possible, users should pay directly for the costs of providing parking facilities, particularly the opportunity costs associated with land it occupies. This reduces costs for those who do not use parking. 3. Prioritisation: The most desirable spaces should be managed to favour higher-priority uses, such as commercial vehicles and the mobility impaired. This principle effectively seeks to establish a hierarchy of parking users. 4. Sharing: Parking facilities should serve multiple users and destinations. This allows for parking resources to accommodate variations in peak demand associated with different land uses. 5. Efficient utilisation: Parking facilities should be sized and managed so spaces are frequently occupied. Policies should facilitate the redevelopment and/or conversion of inefficiently used parking facilities. 6. User information: Users are well informed of the location, availability, prices, regulations, and penalties associated with the use of parking facilities, this information should ideally be made available electronically. 7. Flexibility: Parking management needs to flexibly accommodate uncertainty and change in demand and supply. This is particularly relevant to pricing, which should respond to changing demands. 8. Peak demand management: Special measures should be implemented to deal with peaks in demand, recognising their negative impacts on driver frustration, illegal parking, and traffic congestion. 9. Emphasis on quality: The quality of parking facilities is as important as quantity. Parking facilities should provide security, accessibility, and user information so as to encourage a park once and walk mentality. 10. Comprehensive analysis: All significant costs and benefits should be considered when planning and managing parking resources. The most cost effective strategies should be implemented first. 13 adapted from Litman (2006a)

72 Delivery of the principles of parking management across Tauranga provides a number of opportunities to bring about long-term stability to an area with often polarised views. Investment in city centre Pay & Display machines in 2008 greatly increased knowledge of parking demands and behaviour. Data from car parks and parking buildings also provides regular information. International best practise suggests that a parking occupancy level of around 85% represents the ideal situation where a space is general available for any arriving vehicle but there are not either large numbers of available spaces, or a large number of circulating vehicles. This target appears relevant for Tauranga and regular reporting will be provided through committees and the Annual Report. Parking as a business Tauranga City Council s Revenue and Financing Policy 2011 identifies that all road users benefit from the efficient monitoring and enforcement of parking regulations. Those contributing to the need for this activity include all vehicles parking legally or illegally on Tauranga s roads or car-parks. As a result, operating expenditures for parking activity are 100% funded by parking fees and fines paid by vehicle-users. Any surpluses or deficits in a particular year are retained in the activity. Over the last five years, the parking business has provided a surplus which has mainly been used to invest in parking infrastructure such as the new Pay & Display machines in the city centre, and pay off debt associated with the two parking buildings. Strategically, maintaining a surplus from the parking activity is of benefit to all other travel modes (for example, parking revenue has previously been used to kick-start bus services and to pay for cycle racks) and to the centres where the revenue is generated. It is proposed that multi-agency Transport Management Associations (TMAs) be established to co-ordinate and agree parking control measures within geographical areas in the city. These have been introduced elsewhere and frequently involve both public and commercial stakeholders to connect strategic directions with on the ground community interests. Possible functions for the TMAs may include: Manage access to parking resources through facilitating parking brokerage services, guiding the city council as it sets appropriate prices for public parking (both on and off street), and identifying opportunities for redevelopment of under-utilised and/or surplus parking areas. Engage and educate stakeholders to ensure that the strategic direction and practical implications of the parking management measures are wellunderstood by planners, engineers, and developers in the public and private sectors. This will ensure that the socioeconomic benefits of parking management are realised more rapidly. Promote travel demand management such as parking information and signage, electronic travel information, overflow parking plans, and workplace travel plans. Guide Tauranga City Council as it makes decisions about the investment of future parking revenue, perhaps in a wider range of outcomes which could include enhanced bus stop facilities or centre beautification projects.

73 Relationship to Key Issues Growth Residential and commercial/industrial growth is likely to lead to increased demand for on and off street parking in main centres. Effectively and efficiently managing parking resources will reduce the need for significant future investment. Safety No significant relationship Network Resilience No significant relationship The role and demand for non-car travel Effective management of parking (number of spaces, time restrictions and pricing) is directly connected to the role and demand for non-car travel across walking, cycling and public transport. Access / Severance / Mobility Adequate and appropriately located parking is an important element in ensuring access is provided for the elderly, infirm and disabled. Outcomes 1. People enjoy easy and cost effective access to key services, independent of travel mode. 2. More efficient use of the Tauranga transport network. The following objectives were contained within the 2006 ITS document. With slight amendments to reflect consultation with the community since 2006 these continue to be seen as relevant for the updated Tauranga Transport Strategy : 1. Integrate parking policy with other transport policies to support a citywide transport system and economy 2. Manage on-street parking and loading facilities to protect the function and safety of roads 3. Manage parking facilities in areas of demand using performance-based parking management techniques so that occupancy levels of around 85% are realised. Focus on reducing the effects on surrounding land uses by regularly monitoring parking demand and potential spill-over areas. While not included in the parking section of the ITS 2006, due to the significant value this could add for Tauranga, the following new objective is included. 4. Ensure that stakeholders are given the opportunity to play a role in effective parking management, perhaps through the establishment of Transport Management Associations for each centre.

74 OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non-car travel Access / Severance / Mobility Integrated planning Demand Management Optimisation Deliver SmartGrowth to ensure that there are sufficient population and commercial densities at identified centres to support effective parking management and encourage sustainable travel modes. Ensure parking management is considered within land use planning, particularly commercial centre structure planning and with road cross sections. Wherever possible, minimise the number of parking spaces within new developments to maximise densities and economic viability of the development. Support Parking Enforcement Officers having an ambassadorial role as well as an enforcement role. Support and utilise marketing campaigns such as Parkwise Percy in the city centre to further enhance messaging and attractiveness of parking assets. Manage parking facilities in areas of demand using time and price so that occupancy levels of around 85% are realised. Understand the connection between parking management and the promotion of alternatives roles such as public transport, cycling and walking. Promote travel demand management such as parking information and signage, electronic travel information, overflow parking plans, and workplace travel plans. Ensure that appropriate levels of disability parking, loading zones and taxi bays are provided within areas of demand. Ensure these remain available for users through active enforcement. Consider the introduction of peak hour clearways on arterial routes to reduce congestion Consider the introduction of Parking Management Associations to understand existing parking issues, educate and inform stakeholders and promote positive parking messages. Gather comprehensive parking data to better understand existing and ongoing levels of parking demand and occupancy.

75 Provide new infrastructure Introduce new parking technologies on an ongoing basis to improve parking efficiency in areas of demand. Improve the level of information provided about parking facilities, perhaps through the introduction of real-time electronic signage, improved web information etc. Understand the connection between parking management and the promotion of alternatives roles such as public transport, cycling and walking. Deliver new parking facilities as required based on demonstrated demand and investment payback. Key Implementation Area Rail Background A key element of the freight supply chain is the East Coast Main Trunk rail line. With over a third of New Zealand s rail traffic, the region s rail network is the most densely utilised sector of the national rail network. In 2011, around 40% (approximately 6.1 million tonnes) of freight through Port of Tauranga was carried by rail. Kiwirail is responsible for maintaining and improving the national rail network with TCC supporting that work in a strategic sense. Trends and challenges Current UNISA work is indicating that growth of throughput processed by the POT to 2041 could add up to 75% to rail freight movements Key elements of the rail network may suffer from congestion in the future as it is predominantly single track. This limits train frequency and carrying capacity. The network only has 10 years of consented capacity available before more consents, passing loops and dual tracking will be required to maintain the freight split. Failure to protect and invest in rail to cater for the increased demand associated with the expected expansion of the port will inevitably lead to increased demand for inter-regional freight trips and a rise in truck movements on the road network into and across Tauranga with associated congestion and safety issues for the local community.

76 Increasing demand for freight transport by rail will necessitate longer operating hours, with a large proportion of the rail infrastructure running through residential areas, night trains are likely to raise concerns over social wellbeing and a rise in conflict between people and vehicles and trains. Relationship to Key Issues Growth A failure to accommodate industrial growth and the increased demand for freight movements on the rail network could result in severe congestion effects on the road network. It could also result in increased adverse environmental and health effects. Safety The majority of train lines are not segregated from the public and an increase in train frequency would result in an increase in exposure to conflict at level crossings. Network Resilience Key sections of the rail network, notably the Kaimai tunnel and the Matapihi Rail Bridge are at risk of significant damage from natural events. The role and demand for non-car travel Protection of network to enable possible future passenger rail services Access / Severance / Mobility Traffic growth resulting from a lack of rail capacity could result in increased severance effects and reduced access / mobility Outcomes 1. A thriving and sustainable regional and national economy 2. More efficient use of the Tauranga transport network Tauranga City Council s role in the provision of rail is to understand the needs and opportunities for rail within its planning, maintenance and construction activities. Additionally Council advocates for Kiwirail to: Consider and deliver rail network route security and resilience projects to ensure that services could continue to service the Port if critical sections were damaged in a natural event. Undertake good asset management planning to prevent future breakdowns or closures of the network in key or constrained areas Make greater investment in rail to facilitate growth

77 OTS Approach Potential Options/Responses for Consideration Growth Safety Network resilience Role and demand for non car travel Access / severance / mobility Integrated planning Demand Management Optimisation Provide new infrastructure Encourage high freight trip-generating activities to develop in locations with good access to strategic rail networks. Maximise proximity of rail to suitable industry (agglomeration) Manage proximity of new residential areas to rail lines (reverse sensitivity). Protect the opportunity for future upgrades to the rail network e.g. double tracking or electrification. Protect future opportunities for passenger rail services TCC to play a role in advocating for and promoting the benefits to the city of maximising the use of rail for freight movements to the PoT. TCC to play a role in seeking investment for upgrades and expansion of the rail network within and outside the city on the basis of the improvements to safety and reductions in congestion this would bring. Ensure best use of existing freight transport capacity. Identify main freight flows and ensure a good level of service continues to be delivered as flows increase. Understand the needs of the rail network when undertaking maintenance, renewal or improvement projects. Understand the needs of the rail network when delivering city projects Advocate for and support rail authorities as they investigate and deliver future rail upgrade projects e.g. Matapihi Rail Bridge. Tauranga Transport Strategy Page 77

78 Key Implementation Area - Road Network (Tauranga Urban Network Study) Background The Tauranga Urban Network Study (TUNS) was undertaken as part of the development of this strategy to define the shape of Tauranga s urban arterial road network over the next 30 years. As has been noted elsewhere in the strategy, Tauranga has grown significantly over the last 70 years, and this is projected to continue despite the short-term effects of the current global financial crisis. The infrastructure needed to support and manage this growth is being planned for through the SmartGrowth collaboration between three councils - Tauranga City, Western Bay of Plenty District Council and Bay of Plenty Regional Council - and the NZTA. As part of the Smartgrowth Review, TUNS describes the key challenges and opportunities facing the operation of the City s road network and identifies the way forward for the delivery of an efficient, safe, secure, accessible and resilient transport system. It does this through the following key objectives: Bring together the key stakeholders in the planning and delivery of land transport solutions in order to integrate the development of all land transport modes and land-use planning Identify and quantify existing and future challenges for arterial corridors in the Tauranga urban network. Determine desired strategic functions and roles of the arterial transport network in the Tauranga urban area, based on the Optimised Transport System approach Identify options that deliver desired functions given future challenges and undertake qualitative analysis to determine a preferred approach Develop clear statements about future network performance and identify potential strategic network forms Maintain consistency with the NZTA Planning and Investment Knowledge Base. The full Tauranga Urban Network Study report is available on request. Trends and Challenges / Relationship to Key Issues: Growth Growth of Tauranga s residential, industrial and commercial sectors will result in rising travel demands, including traffic flows across the arterial road network. The broad scale of this potential additional demand can be measured in terms of the vehicle-kilometres being consumed across the network as a whole. Tauranga Transport Strategy Page 78

79 According to the Tauranga Traffic Model 14, the 665,000 daily veh-kms travelled on the network could potentially rise up to 990,000 veh-kms per day over the next 30 years, an increase of nearly 50%. This assumes no further direct intervention to either manage or respond to this, beyond completing the Tauranga Eastern Link. Growth in commercial traffic is expected at a similar rate, but at around 57,800 veh-kms in 30 years or so, it will remain a small proportion (circa 5%) of overall demand, dwarfed by growth from other sources, particularly residential development within planned Urban Growth Areas. This traffic growth will be distributed largely in response to the distribution of planned residential growth across the City. The largest increase in daily traffic volumes 15 are most likely to occur around the inland western approaches to the City, specifically the SH29-Route K fork. Takitimu Drive, SH2 through Judea, the Harbour Bridge, and SH2 Domain Road In turn this will change the functions that the strategic network will provide for. As illustrated below, there will be a number of key corridors where demands of national, regional and/or city significance will compete for road space. - SH2 Hewletts Road and Maunganui Road. - SH2 Bethlehem Road - SH29 - Route K 14 TTM Version Measured as Annual Average Daily Traffic (AADT). Tauranga Transport Strategy Page 79

80 Figure 19: Network Functions 2011 and 2041 Further, as the urban growth areas in the south of the city grow, SH29 and SH36 will start to provide more city arterial functions. This will compete with the regional through traffic function of these routes. There are also a number of locations where this potential future function could become undesirable, particularly: - Use of the non-state Highway section of Maunganui Road with Newton St and Hull Road for nationally significant freight movements to the Port of Tauranga - Use of Cambridge Road and Moffat Road as a regionally significant connection between SH2 and SH29 - Use of Papamoa Beach Road for regional trip purposes accessing Wairakei thereby reducing environmental amenity - Use of Sandhurst Drive for short-distance hop-on, hop-off trips via SH2 Maunganui Road - Use of new city arterials like Oropi Road and Ohauti Road interacting with SH29 on a hop on, hop off basis for short distance trips - Interaction between road and rail at Mirrilees Rd/Cross Road, SH29/Te Maunga, Totara Street, SH2 Hewletts Road and Hull Road Tauranga Transport Strategy Page 80

81 The strategic road network will also change in terms of the Levels of Service it can provide for this traffic growth. Part One of the strategy indicated the expected timeframe for portions of the network to begin to perform at less than desirable Levels of Service. Growth in demand on the inland western approaches to the city will result in substandard levels of service within current planning horizons: - Along SH29 between Tauriko and Maungatapu; and - Along SH2 between Te Puna and Bethlehem - On sections of SH2A, Maunganui Road, and Hewletts Road - Within the City Centre In the medium to longer term, substandard performance can also be expected further west along SH29 from Tauriko and at various intersections along it. Some further deterioration can also be expected along SH2A/15 th Avenue, and Elizabeth Street/Takitimu Drive. The remaining strategic network is likely to continue to provide sufficient levels of service over the next 30 years, particularly: - Along the Route K-SH2 Takitimu Drive-Harbour Bridge around the harbour route; and - Eastern sections of SH29 and SH2 supported by the TEL network plan These findings lend further support for integrated planning of UGA s south of SH29 across the hierarchy of interventions. It also shows the cumulative impact of planned UGA s to the West of the City which will therefore require a similar response. Safety Road safety is a significant issue in Tauranga for a number of reasons. Like many other cities in New Zealand, crashes have increased in recent years, largely following increases in traffic demand. The overall level of fatal and serious injuries has tended to persist. There therefore remains plenty to do to make road travel as safe as possible across the City by reducing the number of fatal and serious injuries as targeted by the NZTA Safer Journeys Strategy. The Safer Journeys Strategy identifies 12 areas of concern where significant change is needed to improve overall road safety. The following areas have been identified as being a significant concern in Tauranga by the NZTA safety briefing notes: Safer Roads and Roadsides Intersections Motorcyclists Young Drivers These three areas are associated with high numbers of fatal and serious crashes. Targeting them for improvements will give the best gains in road safety for Tauranga. Other areas of concern are speed, alcohol/drug impaired drivers, older drivers, pedestrians and cyclists. Tauranga Transport Strategy Page 81

82 The KiwiRAP road safety rating system grades the majority of the rural State Highway network in the TUNS area at 2 and 3 star level 16. In addition to the star ratings the level of safety risk (based on the fatal and serious crash history) relative to the sections of State Highway is taken into consideration. KiwiRAP has developed two measures of displaying safety risk, collective risk (crash density or crashes per km) and personal risk (crashes per vehicle km). The following sections of Tauranga state highway network have a high collective risk: SH2 Wairoa River bridge to 15 th Avenue SH2 Te Maunga to Welcome Bay Rd SH29 - Tauriko to Welcome Bay Rd The NZTA safety briefing notes on intersection in Tauranga identifies the following intersections as having a high number of fatal or serious injury crashes over the period : Willow St/HaringtonSt Oceanbeach Rd/Gold Rd SH29/Cambridge Rd SH2/Concord Ave SH2/Girven Rd/Matapihi Rd Network Resilience Tauranga is a city constrained by a variety of topographical features such as the Kaimai Ranges, large harbours, peninsulas and narrow coastal strips. In some places, this gives rise to route resilience issues where, in the absence of alternative routes, safe travel is at risk of disruption by unforeseen events. Based on an assessment of operational and strategic risks, it has been determined that SH29 between Poripori Rd and Route K, and SH2 between Wairoa Rd and Bethlehem pose the greatest risk to efficient access to the Port of Tauranga. The Role and Viability of Non-Car Travel A 3 year average based survey data from 2009 to 2012 suggests that 98% of all journeys in Tauranga are undertaken in a private vehicle. This is between 9% and 33% higher than New Zealand s other main urban centres. The result of this is significantly lower use of alternative modes. The use of Public Transport, cycling and walking in Tauranga is up to 19%, 8% and 11% lower than other urban centres respectively. As discussed within the Walking, Cycling and Public Transport implementation areas, bus use in Tauranga over the last 5 years or so has increased by between more than 10% per annum as the bus network has expanded across central areas of the city. Should this growth continue, and if supported by relative growth in other modes, then achieving the proportion of vehicle use seen in comparable cities over 20 years could result in up to 28,000 less veh-kms 16 NZTA Kiwirap Assessment Tauranga Transport Strategy Page 82

83 across the city s arterial road network in the morning peak. This would be a significant contribution to managing traffic demand in terms of the Optimised Transport System. From a delivery perspective, this implies that the continued expansion of bus, walking and cycling networks across the city has the potential to contribute to a number of the outcomes sought from this strategy. Further work is required to understand the likely degree to which this could be achieved, and whether the benefits justify the costs involved. Encouraging working from home also has potential to reduce travel demand and reliance on private car travel. For the bus network, the starting point would be the Regional Strategic Corridors identified in the Regional Public Transport Plan, where intensification of existing services would be focussed (e.g. higher frequencies and improved reliability). Current levels of pedestrian and cycle access across the city indicate that there are several existing areas where access improvements can usefully be made to contribute to traffic demand management. These include Otumeotai, Matua, North Bethlehem, Pyes Pa and Welcome Bay. Over the next 30 years, the greenfield planned UGA s may be subject to a high degree of car dependency due to distance from key facilities. It is therefore important that appropriate pedestrian and cycle infrastructure is put in place, complementary to the delivery of SmartGrowth s Live, Work, Play principles for mixed use development. Access / Severance / Mobility Delivery of the SmartGrowth settlement pattern raises questions about travel distance, development density and mix. There is a potential for severance to increase at points where different modes interact, and as a result of potential barriers created by infrastructure. Over the next 30 years there is a potential for accessibility to reduce due to the location of SmartGrowth residential and industrial areas in outlying greenfield areas and an inadequate mix of development types in both greenfield and infill areas to support Live, Work, Play within the local area Similarly there is a potential for severance to increase due to competing modal demands at points of interaction (e.g. intersections) and barriers created by new infrastructure that impede community movement and access. A range of issues have the potential to reduce accessibility and increase community severance: The location of future residential and industrial growth in outlying Greenfield areas An inadequate mix of development types in both greenfield and infill areas to support Live, Work, Play within the local area High risk road safety issues for vulnerable road users, particularly at high risk intersections New infrastructure creating barriers that impede community movement and access Lack of alternative routes and network resilience Tauranga Transport Strategy Page 83

84 Competing network functions particularly related to a requirement to support national freight movements associated with industrial growth 17. Having an older population affects land use planning and means that there will be an increased demand for off-peak travel, total mobility and public transport services, pedestrian crossings and disabled parking. Ensuring that access to essential goods and services is maintained is vital for community well-being. Careful land use planning combined with investment in the bus network, cycle routes and facilities for pedestrians over the past decade has reduced isolation for the elderly, and provided access to medical services, education and employment. Desired Outcomes 1. A thriving and sustainable national economy 2. Improved road safety across the Tauranga transport network 3. People get healthier 4. People enjoy easy and cost effective access to key services, independent of travel mode 5. More efficient use of the Tauranga transport network OTS Approach Level Potential Options/Responses for Consideration Residential Industrial Tourism Safety Resilience Non-car travel Accessibility / severance 1 - Integrated Planning Reallocation of Urban Growth Areas 1 - Integrated Planning Urban intensification 1 - Integrated Planning Liveable city 1 - Integrated Planning 2 - Demand management Sustainable infrastructure improvements Walking Retrofitting residential footpaths 17 Regional Land Transport Strategy and supporting documents Tauranga Transport Strategy Page 84

85 2 - Demand management Walking Walkability of new developments 2 - Demand Amenities within walking distance of Walking management residential areas 2 - Demand management Cycling Retrofitting of cycle routes 2 - Demand management Cycling Construction of cycle routes in UGAs 2 - Demand management Cycling Connecting new and existing urban areas 2 - Demand management Cycling Improve actual and perceived safety 2 - Demand management Cycling Promotional and educational activities 2 - Demand Give priority to buses on key parts of the Public Transport management network 2 - Demand management Public Transport Other reliability improvement measures 2 - Demand management Public Transport Complimentary measures 2 - Demand management Public Transport Replacement of school bus service 2 - Demand management Public Transport Zoning of new schools 2 - Demand management Public Transport Extending services into new UGAs 2 - Demand management Public Transport Service improvements (hubs, spokes, wheels) 2 - Demand management Public Transport Park and ride initiatives 2 - Demand management Car sharing initiatives 2 - Demand management Working From Home Encourage working from home 3 - Optimisation Freight demand management Freight lanes Tauranga Transport Strategy Page 85

86 3 - Optimisation Freight demand management Freight hubs 3 - Optimisation Freight demand management Corridor access metering 3 - Optimisation Freight demand management HPMV permits 3 - Optimisation Network efficiency HOV lanes, clearways, tidal flow systems 3 - Optimisation Network efficiency Signal optimisation 3 - Optimisation Network efficiency Network Operating Plan (NOP) 3 - Optimisation Network efficiency Corridor optimisation 4 - New infrastructure Sustainable infrastructure improvements 4 - New infrastructure Intersections Minor improvements 4 - New infrastructure Intersections Signalisation / roundabout 4 - New infrastructure Intersections Grade separation 4 - New infrastructure Links Additional capacity in existing corridor 4 - New infrastructure Links Additional capacity in existing corridor (water crossing) 4 - New infrastructure Links New link / corridor 4 - New infrastructure Links New link / corridor (water crossing) Tauranga Transport Strategy Page 86

87 Part Three: Indicative Strategic Responses Part Two of this strategy has described and outlined the strategic response for each of the identified key implementation areas. The integrated delivery of these for each of the identified corridors is considered in Part Three. This integrated delivery is on a One Network basis and includes each of the range of organisations responsible for transport outcomes in Tauranga, including Tauranga City Council, the NZ Transport Agency and Bay of Plenty Regional Council. SmartGrowth also be involved in the review and progression of the strategic responses. The delivery approach for the Tauranga Transport Strategy is to follow the levels identified in the Optimised Transport System and implement lowest cost measures first. Based on the tables developed within Part Two of this document, the consolidated approach is as follows: There are clearly a wide range of strategic responses to each of the issues across the four levels of the intervention hierarchy. Overall, this approach is aligned with the problems and benefits in Part One of the strategy. This assessment also reconfirms the priority of the problems that were identified, as follows: Forecast housing and commercial growth will result in traffic congestion on key parts of the road network. This will undermine efficient access to the nationally significant Port of Tauranga and other commercial centres 60% Road crashes, particularly those involving young drivers, motorcycles, and intersections, are resulting in a high number of deaths and serious injuries 15% The strategic road and rail transport networks are vulnerable to disruption at high risk locations. This undermines efficient access to the nationally significant Port of Tauranga and other key destinations 5% An increasingly dispersed population as well as low density around key centres is increasing trip distance, reducing attractiveness of non car modes and increasing reliance on private car travel 10% Reduced attractiveness of non-car modes and increasing reliance on private car travel is in danger of marginalising the access of those without the use of a private vehicle to key local services and physically severing communities 10% Tauranga Transport Strategy Page 87

88 Corridor Strategic Responses Tauranga Transport Strategy Page 88

89 Tauranga Transport Strategy Page 89

90 Alternatives Integration of Land Use and Transport Planning Demand Management Optimisation Strategic Response (Indicative) Reallocate Residential Growth Implement 'Live Work Play' Philosophy Increase Urban Density Encourage Use of Alternative Travel Modes Improve Public Transport services Encourage Safe Travel Behaviour Reduce Need for Travel Prioritise Bus Traffic Increase peak time traffic capacity for city bound traffic on existing links onto SH29 Rationalise traffic access onto SH29 Intervention options (Indicative) Reduce or increase proposed growth in Neewood UGA Reduce or increase proposed growth in Pyes Pa/Keenan Rd UGA Reduce or increase proposed growth in Upper Ohauiti UGA Reduce or increase proposed growth in Pukemapu UGA Reduce or increase proposed growth in Welcome Bay South UGA Provide employment opportunities within new UGAs Provide shopping facilities within new UGAs Provide education facilities within new UGAs Carefully manage zoning of new schools Increase residential density within existing urban areas Increase residential density in Neewod UGA Increase residential density in Pyes Pa/Keenan Road UGA Increase residential density in Upper Ohauiti UGA Increase residential density in Pukemapu UGA Increase residential density in Welcome Bay South UGA Promote increases in cycling Promote increases in walking Promote increased use of public transport Promote increased car pooling activity Minimise parking supply & demand in Neewood UGA Minimise parking supply & demand in Pyes Pa/Keenan Road UGA Minimise parking supply & demand in Upper Ohauiti UGA Minimise parking supply & demand in Pukemapu UGA Minimise parking supply & demand in Welcome Bay South UGA Extend bus service network coverage into Neewod UGA Extend bus service network coverage into Pyes Pa/Keenan Road UGA Extend bus service network coverage into Upper Ohauiti UGA Extend bus service network coverage into Pukemapu UGA Extend bus service network coverage into Welcome Bay South UGA Real-time bus travel information Increase frequencies of existing bus services Lower Fares Promote safe travel behaviour Undertake community education programmes Promote working from home Promote use of online services Bus priority through SH29/SH36/Route K intersection Bus priority through Pyes Pa Rd/SH29/Cameron Rd intersection Bus priority through Oropi Rd/SH29 intersection Bus priority through Poike Rd/SH29 intersection Bus priority through Welcome Bay Rd/SH29/Turret Rd intersection Bus priority on SH29 Bus priority on SH36 Bus priority on Pyes Pa Rd Bus priority on Oropi Rd Bus priority on Poike Rd Bus priority on Ohauiti Rd Bus priority on Welcome Bay Rd Peak time clearways on Pyes Pa Road Peak time clearways on Poike Road Peak time clearways on Ohauiti Road Peak time clearways on Welcome Bay Road Apply Limited Access Road status universally along SH29 Tauranga Transport Strategy Page 90

91 Alternatives New Infrastructure Strategic Response (Indicative) Increase East-West capacity of existing State Highway 29 Increase traffic capacity for city bound traffic on existing links onto SH29 Increase traffic capacity for city bound traffic across existing SH29 intersections Increase capacity of parallel eastwest traffic connections New road traffic connections Extend Cycling Network Extend Walking Network Additional Public Transport infrastructure Safety Improvements Intervention options (Indicative) Additional capacity along SH29 between Route K and Cameron Rd Additional capacity along SH29 between Cameron Rd and Oropi Rd Additional capacity along SH29 between Oropi Rd and Poiki Rd Additional capacity along SH29 between Poike Rd and Welcome Bay Rd Additional capacity along SH29 east of Welcome Bay Rd Additional Capacity at SH29/SH36/Route K Intersection Additional east-west capacity at the SH29/Cameron Rd/Pyes Pa Rd intersection Additional east-west capacity at the SH29/Oropi Rd intersection Additional east-west capacity at the SH29/Poike Rd intersection Additional east-west capacity through the SH29/Welcome Bay Road/Maungatapu Road intersections Increase capacity on SH36 Increase capacity on Pyes Pa Road Increase capacity on Oropi Road Increase capacity on Poike Road Increase capacity on Ohauiti Road Increase capacity on Welcome Bay Road Increase capacity for city bound traffic at the SH29/Pyes Pa Road/ Cameron Road intersection Increase capacity for city bound traffic at the SH29/Oropi Rd intersection Increase capacity for city bound traffic at the SH29/Poike Rd intersection Additional parallel and/or higher capacity existing connection between SH36 and Pyes Pa Rd Additional parallel and/or higher capacity existing connection between Pyes Pa Rd & Oropi Road Additional parallel and/or higher capacity existing connection between Oropi Road & Ohauiti Rd Additional parallel and/or higher capacity existing connection between Ohauiti Road & Kaitemako Road New road links &intersections onto SH29 from the UGA's New CBD connection via Matapihi Peninsula New CBD connection via Maungatapa Peninsula New CBD connection via Windermere Cycle network within Neewood UGA Cycle network within Pyes Pa/Keenan Rd UGA Cycle network within Pukemapu UGA Cycle network within Upper Ohauiti UGA Cycle network within Welcome Bay South UGA Link all UGAs into existing or committed cycle network Cycle (e.g. parking) facilities at key UGA destinations (e.g. shopping, education and employment areas). New links between new UGAs and existing footpath networks Improved pedestrian access across SH29 linked to the CBD New bus stops and related facilities within UGAs "park & ride"/bus interchanges in at strategic nodes between UGAs and the CBD Segregated busway into city from Neewod UGA Segregated busway into city from Pyes Pa/Keenan Road UGA Segregated busway into city from Upper Ohauiti UGA Segregated busway into city from Pukemapu UGA Segregated busway into city from Welcome Bay South UGA Ferry services from Maungatapu to City Passenger rail from Southern UGAs into City Safety Improvements to SH29 Route K to Hairini Tauranga Transport Strategy Page 91

92 Tauranga Transport Strategy Page 92

93 Alternatives Strategic Response (Indicative) Intervention options (Indicative) Integration of Land Use and Transport Planning Demand Management Reallocate Residential Growth Reallocate Commercial Growth Implement 'Live Work Play' Philosophy Increase urban density Encourage Use of Alternative Travel Modes Improve Public Transport services Fewer Trucks on Road Network Encourage Safe Travel Behaviour Reduce Need for Travel Reduce or increase proposed growth in Pyes Pa west UGA Reallocate proposed growth in CBD to other commercial centres Employment opportunities within Pyes Pa west UGA Shopping facilities within Pyes Pa west UGA Education facilities within Pyes Pa west UGA Carefully manage zoning of new schools Increase residential density in Pyes Pa west UGA Increases in cycling Increases in walking Increased use of public transport Increased car pooling activity Minimise parking supply & demand in Pyes Pa west UGA Extend bus service network coverage into Pyes Pa west UGA Real-time bus travel information Increase frequencies of existing bus services Lower Fares Promote logistics that optimises use of spare truck loading capacities Promote HPMV and 50Max truck operations Promote use of rail for movement of freight Promote safe travel behaviour Undertake community education programmes Promote working from home Promote use of online services Bus priority through SH29/Cambridge Road intersection Bus priority through SH29/ Route K intersection Optimisation New Infrastructure Prioritise Bus Traffic Route K Toll operation Rationalise traffic access onto SH29 Increase East-West capacity of existing State Highway 29 Increase traffic capacity for city bound traffic across existing SH29 intersections Increase traffic capacity for city bound traffic on existing links onto SH29 New road traffic connections Bus priority along Route K Bus priority along Cambridge Road Bus priority on SH29 Bus priority on Taurikura Drive Implement electronic tolling along Route K Adjust Route K toll charges Apply Limited Access Road status universally along SH29 Additional capacity along SH29 between Lower Kaimais & Cambridge Road Additional capacity along SH29 between Cambridge Road & Route K Additional east-west capacity at the SH29/Cambridge Rd intersection Additional east-west capacity at the SH29/Route K intersection Increase capacity for city bound traffic at the SH29/SH36/Route K intersection Increase capacity for city bound traffic at the SH29/Cambridge Rd intersection Increase capacity along Cambridge Road Increase capacity along Route K New strategic road link through the corridor to the CBD via Ring Road North (NW) Corridor New local CBD connection between Route K & Cameron Road off SH29 Cycle network within Pyes Pa west UGA Improve Cycling Network Improve Walking Network Segregated road freight infrastructure Additional Public Transport Infrastructure Safety Improvements Resilience Improvements NOTES 1 Optimisation refers to activities within the existing designation utilising the existing infrastructure 2 UGA = Proposed "Urban Growth Area" Link Pyes Pa west UGAs into existing or committed cycle network Cycle (e.g. parking) facilities at key UGA destinations (e.g. shopping, education and employment areas). New links between Pyes Pa west UGA and existing footpath networks Improved pedestrian access across SH29 linked to the CBD Segregated road freight route through corridor linked to the Port of Tauranga New bus stops and related facilities within Pyes Pa West UGA "park & ride"/bus interchange at key point of entry to CBD Segregated busway into city from Pyes Pa west UGA Passenger Rail from southern UGAs into city Safety Improvements to SH29/Cambridge Rd Intersection Safety improvements to SH29 Tauriko to Route K Resilience improvements to SH29 Poripori Rd to Route K Tauranga Transport Strategy Page 93

94 Tauranga Transport Strategy Page 94

95 Alternatives Strategic Response (Indicative) Intervention options (Indicative) Integration of Land Use and Transport Planning Demand Management Optimisation Reallocate Growth Reallocate Commercial Growth Implement 'Live Work Play' Philosophy Increase urban density Encourage Use of Alternative Travel Modes Improve Public Transport services Fewer Trucks on Road Network Encourage Safe Travel Behaviour Reduce Need for Travel Prioritise Bus Traffic Rationalise traffic access onto SH2 Increase peak time traffic capacity for city bound traffic Reduce or increase proposed growth in Bethlehem/Bethlehem West UGA Reallocate proposed growth in CBD to other commercial centres Provide more employment opportunities within Bethlehem/Bethlehem west UGA Provide more shopping facilities within Bethlehem/Bethlehem west UGA Provide more education facilities within Bethlehem/Bethlehem west UGA Carefully manage zoning of new schools Increase residential density in Bethlehem/Bethlehem West UGA & Otumoetai/Matua Promote increases in cycling Promote increases in walking Promote increased use of public transport Promote increased car pooling activity Minimise parking supply & demand in Bethlehem/Bethlehem west UGA Extend bus service network coverage into Bethlehem/ Bethlehem west UGA Provide real-time bus travel information Increase frequencies of existing bus services Lower Fares Promote logistics that optimises use of spare truck loading capacities Promote HPMV and 50Max truck operations Promote use of rail for movement of freight Promote safe travel behaviour Undertake community safety education programmes Promote working from home Promote use of online services Bus priority through SH2/Moffat Rd I/S Bus priority through SH2/Cambridge Rd I/S Bus priority along SH2 between Wairoa Bridge and 15th Ave Bus priority along Waihi Rd into City Bus priority along Chapel St into City Apply Limited Access Road status universally along SH2 Peak time clearways on Waihi Rd Peak time clearways on Chapel St/Ngatai Rd Peak time clearways on Otumoetai Rd Additional capacity along SH2 between Te Puna & Bethlehem New Infrastructure Increase East- West capacity of existing State Highway 2 Increase east-west capacity of other existing CBD links Increase north-south traffic capacity across existing SH2 Increase traffic capacity for city bound traffic onto existing SH2 New road traffic connections Improve Cycling Network Improve Walking Network Additional road freight infrastructure Additional Public Transport Infrastructure Additional capacity along SH2 between Bethlehem & Judea Additional capacity along SH2 between Judea & the CBD Additional east-west capacity at the SH2/Carmichael Road I/S Additional east-west capacity at the SH2/Moffat Road/Bethlehem Road I/S Additional east-west capacity at the SH2/Cambridge Road I/S Additional capacity along Otumoetai Road/Chapel Street into CBD Additional capacity along Otumoetai Road/Waihi Road into CBD Increase capacity for north-south traffic at the SH2/Moffat Road I/S Increase capacity for north-south traffic at the SH2/Cambridge Rd I/S Increase capacity along Moffat Road Increase capacity along Cambridge Road Increase capacity along Carmichael Road New CBD connection across the estuary between Otumoetai and SH2 Takitimu Drive New north-south connections across SH2 New strategic road link between Te Puna and the CBD Cycle network within Bethlehem/Bethlehem west UGA Link Bethlehem/Bethlehem west UGAs into existing or committed cycle network Cycle (e.g. parking) facilities at key UGA destinations (e.g. shopping, education and employment areas). New links between Bethlehem/Bethlehem west UGA and existing footpath networks Improved pedestrian access across SH2 linked to key service locations Segregated road freight route through corridor linked to the Port of Tauranga New bus stops and related facilities within Bethlehem/Bethlehem West UGA "park & ride"/bus interchange at key point of entry to CBD Segregated busway into city from Bethlehem/Bethlehem west UGA Passenger Rail from Western UGAs into City Ferry services from Bethlehem into City Ferry services from Otumoetai/Matua into City Resilience Improvements Resilience Improvements to SH2 Wairoa Rd to Bethlehem NOTES 1 Optimisation refers to activities within the existing designation utilising the existing infrastructure 2 UGA = Proposed "Urban Growth Area" Tauranga Transport Strategy Page 95

96 Tauranga Transport Strategy Page 96

97 Alternatives Integration of Land Use and Transport Planning Demand Management Optimisation Strategic Response (Indicative) Reallocate Residential Growth Reallocate Commercial Growth Implement 'Live Work Play' Philosophy Increase Urban Density Manage existing commercial land uses Encourage Use of Alternative Travel Modes Improve Public Transport services Fewer Trucks on Road Network Encourage Safe Travel Behaviour Reduce Need for Travel Prioritise Bus Traffic Prioritise Truck Traffic Side Road Access Management Increase Peak Time Capacity of Arterial Network Rationalise traffic access onto SH2 Intervention options (Indicative) Reduce or increase proposed growth in Wairakei UGA Reduce or increase proposed growth in Te Tumu UGA Reallocate proposed growth in CBD to other commercial centres Employment opportunities within new UGAs Shopping facilities within new UGAs Education facilities within new UGAs Carefully manage zoning of new schools Increase residential density within existing urban areas (The Mount, Papamoa) Increase residential density in Wairakei UGA Increase residential density in Te Tumu UGA Reconfigure land use associated with the Bayfair Shopping Mall area Reconfigure land use associated with the Mount Maunganui industrial area Promote increases in cycling Promote increases in walking Promote increased use of public transport Promote increased car pooling activity Minimise parking supply & demand in Wairakei UGA Minimise parking supply & demand in Te Tumu UGA Extend bus service network coverage into Wairakei UGA Extend bus service network coverage into Te Tumu UGA Real-time bus travel information Increase frequencies of existing bus services Lower Fares Promote logistics that optimises use of spare truck loading capacities Promote HPMV and 50Max truck operations Optimise Port traffic and logistics operations on the network Promote use of rail for movement of freight Promote safe travel behaviour Undertake community education programmes Promote working from home Promote use of online services Bus priority through SH2/29 intersection Bus priority through SH2/Girven Road intersection Bus priority through SH2 Maunganui Road/ Hewletts Road intersection Bus priority through key intersections along SH2 Hewletts Road Bus priority on SH2 Maunganui Road Bus priority on Girven Road Bus priority on Maunganui Road Bus priority on Totara Street Truck priority on SH2 Maunganui Road Truck priority on SH2 Hewletts Road Close, or remove conflicting movements, at minor intersections along SH2 Maunganui Road Close, or remove conflicting movements, at minor intersections along SH2 Hewletts Road Peak time clearways on Golf Rd Peak time clearways on Girven Rd Peak time clearways on Domain Rd Apply Limited Access Road status universally along SH2 Tauranga Transport Strategy Page 97

98 Alternatives New Infrastructure Strategic Response (Indicative) Increase capacity at Key Intersections Increase capacity of existing traffic connections New road traffic connections Extend Cycling Network Extend Walking Network Rail Freight Intervention options (Indicative) Additional Capacity at the SH2 Hewletts Road/Maunganui Rd/Golf Road intersection Additional Capacity at the Totara Street/ Maunganui Rd intersection Additional Capacity at the SH2 Hewletts Road/Totara Street intersection Additional Capacity along Girven Road Additional Capacity along Maunganui Road between Hewletts Road and Rata Street Additional Capacity along Totara Street between Hewletts Road and Rata Street Papamoa East Interchange onto TEL New primary arterial & feeder links through Wairakei UGA New primary arterial & feeder links through Te Tumu UGA Complete Sandhurst Link Complete Gloucester Road /Grenada Road Link New cross-harbour CBD connection via Matapihi Peninsula for general traffic New, direct, cross-harbour road freight link between Sulphur Point and Maunganui Wharves Cycle network within Wairakei UGA Cycle network within Te Tumu UGA Link all UGAs into existing or committed cycle network Cycle (e.g. parking) facilities at key UGA destinations (e.g. shopping, education and employment areas). New links between new UGAs and existing footpath networks Improved pedestrian access across SH2 linking employment and housing Segregated rail link across SH2/SH29 Intersection Segregated rail link across SH2/Girven Road/Matapihi Road Intersection Segregated rail link across SH2/Golf Road/Hewletts Road Intersection Segregated Road Freight Infrastructure Additional Public Transport Infrastructure Improved rail link between Maunganui Road and Maunganui Wharves/Totara Street Segregated road freight route through corridor linked to the Port of Tauranga New bus stops and related facilities within UGAs "park & ride"/bus interchanges in at strategic nodes between UGAs and the CBD Segregated busway through corridor from Wairakei & Te Tumu UGAs Ferry services from Mount Maunganui into city Passenger rail from eastern UGAs in city Safety Improvements Safety improvements at SH2/Concord Ave Safety improvements at Oceanbeach Rd/Gold Rd NOTES 1 Optimisation refers to activities within the existing designation utilising the existing infrastructure 2 UGA = Proposed "Urban Growth Area" 3 Note that this overlaps with provisions and plans of the Tauranga Eastern Link Network Plan Tauranga Transport Strategy Page 98

99 Tauranga Transport Strategy Page 99